Internal combustion engines

ABSTRACT

An internal combustion engine ( 10 ) comprises a chamber ( 12 ), inlet valving ( 24, 26 ) operable to admit constituents of a combustible mixture into the chamber for combustion in the chamber to provide a pressure increase in the chamber, outlet valving ( 16 ) operable to release an outflow of liquid from the chamber under the influence of that pressure increase as an energy output of the chamber, input valving ( 136 ) for selectively admitting a heated aqueous fluid into chamber and a supply system ( 130, 132, 134 ) for supplying heated aqueous fluid to the input valving. The input valving is arranged to admit the heated aqueous fluid into a region of the chamber in which combustion of the combustible mixture occurs such that at least a portion of the heated aqueous fluid will dissociate to provide hydrogen that is combusted in the chamber.

CROSS-REFERENCE TO RELATED APPLICATIONS

This application is a U.S. National Stage of International ApplicationNo. PCT/GB2009/000407 filed Feb. 13, 2009, which claims priority to GB0802714.6 filed Feb. 13, 2008 and GB 0900159.5, filed Jan. 7, 2009.

FIELD OF THE INVENTION

The invention relates to internal combustion engines and particularly,but not exclusively, to internal combustion engines for poweringautomotive vehicles.

BACKGROUND TO THE INVENTION

The reciprocating piston spark ignition engine is one known form ofinternal combustion engine used to power automotive vehicles.Reciprocating piston spark ignition engines comprise a number of pistonsarranged to reciprocate in respective cylinders and each connected to acrankshaft. Each of the cylinders is provided with inlet valving forcontrolling the inflow of air and fuel, exhaust valving for controllingthe exhaust of the products of combustion and a spark plug for ignitingthe air fuel mixture. Where the supply of fuel to the engine iscontrolled by a carburetor, the air and fuel are mixed in an intakemanifold upstream of the cylinders and the inlet valving comprises anintake valve that controls the intake of the fuel-air mixture into thecylinder. If the fuel supply to the cylinders is by fuel injection, theinlet valving comprises two valves. One of the valves is a fuel injectorand the other is an air intake valve. The fuel injector may be arrangedto inject fuel directly into the cylinder or may inject it into an airintake duct just upstream of the air intake valve.

Typically, reciprocating spark ignition engines operate a four-strokecycle. Each movement of a piston up or down its cylinder comprises onestroke of the four-stroke cycle. The four-stroke cycle consists of:

an induction stroke during which the inlet valving opens and air andfuel are taken into the engine as the piston moves towards thecrankshaft;

a compression stroke during which the inlet and exhaust valving areclosed and the air fuel mixture is compressed while the piston movesaway from the crankshaft;

a power, or working, stroke during which the compressed mixture isignited and the rapid expansion caused by combustion of the mixtureforces the piston back towards the crankshaft; and

an exhaust stroke during which the exhaust valving is open and theexhaust gases are forced out of the cylinder as the piston moves awayfrom the crankshaft again.

Some reciprocating piston spark ignition engines operate a two-strokecycle, which is a variant of the four-stroke cycle. Such engines areusually of smaller capacity than four-stroke engines and in terms ofpassenger vehicles tend to be used for two-wheeled vehicles. Two strokeengines use ports located along the side of the cylinder instead ofvalves. As the piston moves up and down the cylinder, the ports arecovered and uncovered depending on where the piston is in the cylinder.In essence, in a two-stroke engine the induction and compressionprocesses take place during the first stroke and the combustion andexhaust processes take place during the second stroke.

The reciprocating piston compression ignition internal combustion engineis another form of engine commonly used to power automotive vehicles.Reciprocating piston compression ignition engines use a fuel having ahigher auto-ignition temperature than the fuels used by spark ignitionengines and operate a modified version of the four-stroke cycledescribed above. Specifically, during the induction stroke air is drawninto the cylinder and that air is compressed to a high pressure andtemperature during the compression stroke. Fuel is then injecteddirectly into the cylinder (or into a mixing chamber that leads into thecylinder) and combustion takes place as the fuel mixes with the hightemperature compressed air in the cylinder. Historically, reciprocatingpiston compression ignition engines were considered noisy and slow andin the automotive field were used mainly for trucks and other commercialvehicles such as buses. However in more recent times, high performancereciprocating piston compression ignition engines have been developedand now reciprocating piston compression ignition engines are commonlyused in small passenger vehicles such as saloon cars (sedans).

The Wankel engine is another form of spark ignition engine that has beenused to power automotive vehicles. The Wankel engine employs a four‘stroke’ cycle similar to the four-stroke cycle employed by thereciprocating piston spark ignition internal combustion engine. However,instead of reciprocating pistons, the Wankel engine has a roughlytriangular rotor that is mounted on an eccentric shaft for rotation inan approximately oval (epitrochoid-shaped) chamber. The ‘four strokes’take place in the spaces between the rotor and the chamber wall.

A common feature of these known internal combustion engines is that thefuel air mixture is input to a chamber in which it is combusted so thatthe rapid expansion of the mixture caused by the combustion actsdirectly on a body (piston or rotor) that is connected to an outputshaft so as to cause rotation of the shaft; the output of the enginebeing the rotation of the shaft.

SUMMARY OF THE INVENTION

The invention provides an internal combustion engine comprising achamber, inlet valving operable to admit constituents of a combustiblemixture into said chamber for combustion therein to provide a pressureincrease in said chamber, outlet valving operable to release an outflowof liquid from said chamber under an influence of said pressure increaseas an energy output of said chamber, input valving for selectivelyadmitting a heated aqueous fluid to said chamber and a supply system forsupplying heated aqueous fluid to said input valving, said input valvingbeing arranged to admit said heated aqueous fluid into a region of saidchamber in which combustion of said combustible mixture occurs such thatat least a portion of said heated aqueous fluid will dissociate toprovide hydrogen that is combusted in said chamber.

The invention also includes an internal combustion engine comprising achamber, inlet valving operable to admit constituents of a combustiblemixture into said chamber for combustion therein to provide a pressureincrease in said chamber, outlet valving operable to release an outflowof liquid from said chamber under an influence of said pressure increaseas an energy output of said chamber, input valving for admitting anaqueous fluid into said chamber and a control for said input valving,said control being arranged to control said input valving such that asupply of said aqueous fluid is admitted to said chamber subsequent tocompression of at least one constituent of said combustible mixture insaid chamber such that components of at least a portion of said aqueousfluid spray can dissociate to provide hydrogen that is combusted in saidcombustible mixture.

The invention also includes an internal combustion engine comprising achamber, inlet valving operable to admit constituents of a combustiblemixture into said chamber for combustion therein to provide a pressureincrease in said chamber, outlet valving operable to release an outflowof liquid from said chamber under an influence of said pressure increaseas an energy output from said chamber, input valving operable to admitan aqueous fluid into said chamber and a control that controls operationof said chamber such that sufficient hydrogen containing compound andwater molecules are present in said chamber during combustion of saidcombustible mixture to obtain steam reformation of said hydrogencontaining compound to separate hydrogen from said hydrogen containingcompound which hydrogen is combusted in said combustible mixture.

The invention also includes a method of operating an internal combustionengine, said method comprising combusting a combustible mixture in achamber to provide a pressure increase for driving a liquid from saidchamber as an energy output of said chamber and providing an aqueousfluid in said chamber subsequent to compression of at least oneconstituent of said combustible mixture in said chamber such that saidaqueous fluid is present in said combustible mixture during combustionthereof so that at least a portion of said aqueous fluid dissociates insaid chamber to provide hydrogen that is combusted in said combustiblemixture.

The invention also includes a method of operating an internal combustionengine, said method comprising combusting a combustible mixture in achamber to provide a pressure increase for driving a liquid from saidchamber as an energy output of said chamber and supplying a heatedaqueous fluid into a region of said chamber in which combustion of saidcombustible mixture occurs such that during combustion of saidcombustible mixture at least a portion of said heated aqueous fluiddissociates to provide hydrogen that is combusted in said combustiblemixture.

The invention also includes a method of operating an internal combustionengine, said method comprising combusting a combustible mixture in achamber to provide a pressure increase for driving a liquid from saidchamber as an energy output of said chamber and providing an amount ofhydrogen containing compound and water molecules within said combustiblemixture to promote steam reformation of at least a portion of saidhydrogen containing compound during combustion of said combustiblemixture to separate hydrogen from said hydrogen containing compoundwhich hydrogen is combusted in said combustible mixture.

The invention also includes an internal combustion engine comprising achamber, inlet valving operable to admit constituents of a combustiblemixture into said chamber for combustion of said combustible mixture insaid chamber to provide an expanding gaseous mass in said chamber,outlet valving operable to release an outflow of liquid from saidchamber under an influence of said expanding gaseous mass as an energyoutput of said chamber and a fluid holder in said chamber, said fluidholder being disposed in a region of said chamber in which combustion ofsaid combustible mixture takes place such that aqueous fluid held bysaid fluid holder is disposed within said expanding gaseous mass so thatsaid aqueous fluid is heated in a process to provide hydrogen that iscombusted in said chamber and there being at least one flowpath pastsaid fluid holder for said expanding gaseous mass to permit saidexpanding gaseous mass to act on said liquid.

The invention also includes a method of operating an internal combustionengine, said method comprising combusting a combustible mixture in achamber to provide an expanding gaseous mass for driving a liquid fromsaid chamber as an energy output of said chamber and providing anaqueous fluid on at least one fluid holder located in said chamber at aposition in which it will be within combusting combustible mixtureduring combustion of said combustible mixture so that said aqueous fluidis heated in a process to provide hydrogen for combustion in saidchamber.

The invention also includes a internal combustion engine comprising achamber, inlet valving operable to admit constituents of a combustiblemixture into said chamber for combustion therein, outlet valvingoperable to release an outflow of liquid from said chamber as an energyoutput of said chamber and a control for controlling operation of saidchamber such that combustion of said combustible mixture generates afirst pressure increase in said chamber to initiate movement of saidoutflow of liquid and combustion of hydrogen separated from a hydrogencontaining compound within said chamber during combustion of saidcombustible mixture generates a second pressure increase that acts onsaid outflow of liquid, said second pressure increase acting on liquidput in motion by said first pressure increase.

The invention also includes a method of operating an internal combustionengine, said method comprising combusting a combustible mixture in achamber to provide a first pressure increase for driving a liquid fromsaid chamber as an energy output of said chamber, separating hydrogenfrom a hydrogen containing compound in said chamber by providing saidhydrogen containing compound in said combusting combustible mixture andcombusting said hydrogen in said combusting combustible mixture toprovide a second pressure increase that acts on said liquid being drivenfrom said chamber.

The invention also includes an internal combustion engine comprising achamber, inlet valving operable to admit constituents of a combustiblemixture into said chamber for combustion therein to provide a pressureincrease in said chamber, outlet valving operable to release an outflowof liquid from said chamber under an influence of said pressure increaseas an energy output of said chamber, input valving for selectivelyadmitting a heated aqueous fluid to said chamber and a supply system forsupplying heated aqueous fluid to said input valving, said input valvingbeing arranged to admit said heated aqueous fluid into a region of saidchamber in which combustion of said combustible mixture occurs topromote a hydrogen separation process to provide hydrogen that iscombusted in said chamber.

BRIEF DESCRIPTION OF THE DRAWINGS

In order that the invention may be well understood, some embodimentsthereof, which are given by way of example only, will now be describedwith reference to the drawings in which:

FIG. 1 is a schematic illustration of a single cylinder internalcombustion engine connected to a motor vehicle drive train;

FIG. 2 is a schematic cross-section view of an output valve of theinternal combustion engine of FIG. 1;

FIG. 3 is a schematic illustration of a pump unit of the motor vehicledrive train of FIG. 1;

FIG. 4 is a schematic section view of a cylinder of the internalcombustion engine of FIG. 1;

FIG. 5 is a partial cutaway view of the cylinder looking from the rightin FIG. 4;

FIG. 6 is a schematic representation of elements of the cylinder ofFIGS. 1 to 5;

FIG. 7 is a schematic illustration showing the internal combustionengine of FIG. 1 during an air and fuel intake process of an operatingcycle;

FIG. 8 is a view corresponding to FIG. 7 showing the internal combustionengine during a compression process of the operating cycle;

FIG. 9 is a view corresponding to FIG. 7 showing the initiation of acombustion event in the internal combustion engine;

FIG. 10 is a view corresponding to FIG. 7 showing a liquid being forcedfrom the cylinder of the internal combustion engine by a pressureincrease generated by the combustion event;

FIG. 11 is a view corresponding to FIG. 7 showing a steam injectionprocess;

FIG. 12 is a view corresponding to FIG. 7 showing the exhaust of theproducts of combustion from the internal combustion engine;

FIG. 13 is a pressure curve illustrating conditions in the cylinderduring a combustion event;

FIG. 14 is a view similar to FIG. 4 showing some modifications that canbe made to the internal combustion engine;

FIG. 15 is a view similar to FIG. 1 showing more modifications that canbe made to the internal combustion engine;

FIG. 16 is a schematic illustration of a multi-cylinder internalcombustion engine connected to a motor vehicle drive train;

FIG. 17 is a schematic illustration of another internal combustionengine connected to two drive units showing the engine at start up;

FIG. 18 is a view corresponding to FIG. 17 illustrating fuel deliveryand fluid output from a combustion chamber of the internal combustionengine to a reservoir;

FIG. 19 is a view corresponding to FIG. 17 illustrating fluid outputfrom the combustion chamber to another reservoir and the injection offluid from that reservoir into the combustion chamber;

FIG. 20 is a view corresponding to FIG. 17 illustrating the first stagesof an exhaust process;

FIG. 21 is a view corresponding to FIG. 17 illustrating air intake intothe combustion chamber;

FIG. 22 is a view corresponding to FIG. 17 illustrating operation of theinternal combustion engine during a compression process;

FIG. 23 is a view corresponding to FIG. 17 showing the delivery ofenergised fluid to the drive units;

FIG. 24 illustrates a modification of the internal combustion engine ofFIGS. 17 to 23;

FIG. 25 shows another modification to the internal combustion engine ofFIG. 24 during a combustion process;

FIG. 26 shows the internal combustion engine of FIG. 25 during a firststage of an exhaust process

FIG. 27 shows the internal combustion engine of FIG. 25 during a secondstage of the exhaust process;

FIG. 28 illustrates surface roughening that can be provided on acombustion chamber wall of the internal combustion engines of FIGS. 1 to27;

FIG. 29 shows a fluid holder that can be used in the internal combustionengines shown in FIGS. 1 to 24; and

FIG. 30 is a schematic representation of an example of a control unitfor the internal combustion engines shown in FIGS. 1 to 27.

DETAILED DESCRIPTION OF THE ILLUSTRATED EMBODIMENTS

Referring to FIG. 1, an internal combustion engine 10 comprises a singlecombustion chamber in the form of a closed cylinder 12 that is connectedwith a first reservoir 14 via outlet valving 16. The cylinder 12 has aninlet end region at which constituents of a combustible mixture areselectively admitted to the cylinder and an outlet end region, which iswhere the outlet valving 16 is located. The combustible mixture iscombusted in the cylinder 12 to produce pressure increases in thecylinder and the outlet valving 16 is operable to release an outflow ofliquid from the cylinder under the influence of those pressure increasesas the main energy output of the cylinder.

The first reservoir 14 is disposed generally below the cylinder 12 atthe outlet end region of the cylinder to receive the outflow ofenergised liquid and stores the energy output until required. The liquidstored in the first reservoir 14 is supplied on demand to a drive unit20 of a motor vehicle drive train. The drive unit 20 converts the energystored in the first reservoir 14 into a drive force used to turn thefour wheels 22 of an automotive vehicle (not shown).

The internal combustion engine 10 includes inlet valving 24, 26associated with the cylinder 12 and operable to admit the constituentsof the combustible mixture into the cylinder. In this embodiment, theinlet valving 24, 26 is for separately controlling the input of fuel andair into the cylinder 12 and comprises a normally closed solenoidactuated air intake valve 24 for controlling the flow of aspirant airinto the cylinder and an electrically actuated fuel injector 26 throughwhich fuel is injected directly into the cylinder. The operation of theair intake valve 24 and fuel injector 26 is controlled by a controlsystem that includes a microprocessor based control unit 28. The fuelinjector 26 is connected to a fuel reservoir 30 via a fuel pump 32.

In order to make the drawings more intelligible, the connections betweenthe control unit 28 and the parts it controls and/or receives signalsfrom are not shown.

The internal combustion engine 10 also includes exhaust valving 34associated with the cylinder 12. The exhaust valving is in the form of anormally closed solenoid actuated exhaust valve 34. Operation of theexhaust valve 34 is controlled by the control unit 28. The control unit28 provides signals to the exhaust valve 34 to cause selective openingof the valve to allow the products of combustion (exhaust gases) to beexhausted from the cylinder 12 to an exhaust system 36. The exhaustsystem 36 is described in more detail below.

The air intake valve 24 is in flow communication with an air intakesystem 38 that may comprise one or more air filters and suitable ductingand/or one or more air intake manifolds through which aspirant air issupplied to the cylinder 12 via the air intake valve. Although notessential, the intake air may be pressurised by turbo charging orsupercharging. Supercharging and turbo charging are both techniques thatwill be familiar to those in skilled in the art and so will not bedescribed in detail herein.

The internal combustion engine 10 also includes fluid admission controlvalving in the form of a normally closed solenoid actuated fluidadmission control valve 40 and a normally closed solenoid actuated startup admission control valve 42. Both fluid admission control valves 40,42 are arranged for controlling the admission to the cylinder 12 of theliquid that is to be energised by a combustion process prior to outputto the first reservoir 14. Operation of the fluid admission controlvalves 40, 42 is controlled by the control unit 28.

In addition to the control unit 28, the control system for the internalcombustion engine 10 includes a sensor 44 that is arranged to outputsignals indicative of the pressure within the cylinder 12. Any suitablesensor may be used. Since the temperature in the cylinder 12 willclosely follow the pressure, the sensor may be a temperature sensor 44such as a thermocouple positioned with its temperature sensing portionwithin the cylinder 12.

The control system for the internal combustion engine 10 also includes asensor 46 arranged to provide the control unit 28 with signalsindicative of the pressure in the first reservoir 14. The sensor 46 canbe any suitable sensor, including a temperature sensor. As the demand onthe internal combustion engine 10 varies, the pressure in the firstreservoir 14 will vary as more or less of the stored liquid is demandedby the drive unit 20. The control unit 28 uses the signals from thesensor 46 to control the operation of the engine to match the demand ofthe drive unit 20 and maintain a suitable supply of liquid to the firstreservoir 14.

The internal combustion engine 10 also includes a combustion initiator,which in this embodiment takes the form of a spark plug 48. The sparkplug 48 operates under control of the control unit 28 and is connectedwith a suitable voltage supply system (not shown), which may include acoil, from which a voltage for the spark can be drawn. Spark plugtechnology will be familiar to those skilled in the art and so will notbe described in detail herein.

In this embodiment, the output valving 16 comprises an auto-opening andclosing pressure release valve provided in a wall 50 of the engine thatdefines the lower end of the cylinder 12. As shown in FIG. 2, the outputvalving 16 includes a bore 52 that opens into the cylinder 12. The bore52 has a narrower diameter portion 54 that is adjacent to and leads intothe cylinder 12 and a wider diameter portion 56 that is spaced from thecylinder and connected to the narrower diameter portion 54 by a wallthat defines a conical valve seat 58. The valve seat 58 tapers axiallyinwardly towards the narrower diameter portion 54 of the bore 52. Avalve member in the form of a freely movable ball 60 is provided in thewider diameter portion 56 of the bore 52. The ball 60 is actuated by thepressure balance between the fluids in the cylinder 12 and firstreservoir 14. An apertured retaining device 62 for the ball 60 isprovided in the wider diameter portion 56 of the bore 52 such that theball is trapped between the retaining device and the valve seat 58. Inthe illustrated embodiment, the retaining device 62 comprises an annularframe 64 secured in the wider diameter portion 56 of the bore 52 and apair of mutually perpendicular cross-members 66 that extenddiametrically within and have respective opposed ends connected to theframe 64. Alternatively, the retaining device could be a collar havingan inner diameter that is less than the diameter of the ball, or anyother device that will prevent the escape of the ball from the widerdiameter portion 56 of the bore 52 while allowing relatively free flowof fluid through the bore when the ball moves off of the valve seat 58.

Optionally, the output valving 16 is provided with a flow modifyingsystem in the form of flutes 68 provided in the wider diameter portion56 of the bore 52. The flutes 68 are arranged to influence the flow ofliquid through the wider diameter portion 56 of the bore 52 in such away that when the ball 60 moves off of the valve seat 58 and liquid isflowing through the bore 52, the ball 60 is not caused to spin (or atleast non-translational movement of the ball is reduced). This makes theball 60 more responsive to pressure changes so that the valve will openand close more quickly in response to changes in the pressure balancebetween the fluids in the cylinder 12 and first reservoir 14. In theillustrated embodiment there are four equi-spaced flutes 68, which eachextend generally parallel to the axis of the wider diameter portion 56of the bore 52. It will be appreciated that the number, shape andarrangement of the flutes 68 and/or other flow modifying formationsprovided can be varied to achieve the best result for the flowconditions found to exist in a particular engine. Although not shown, abiasing device such as a spring may be used to bias the ball 60 to itsclosed position.

Referring again to FIG. 1, the first reservoir 14 is connected to thedrive unit 20 by outlet ducting 70. The drive unit 20 comprisesrespective pump units 72, which receive relatively high pressure liquidfrom the first reservoir 14 and convert the energy stored in the liquidinto a turning force that is applied to the wheels 22.

Referring to FIG. 3, each pump unit 72 includes a pump 74, an inlet 76through which relatively high pressure liquid from the first reservoir14 is received, an outlet 78 through which spent liquid is expelled fromthe pump unit and an output shaft 80, which transmits the drive forceoutput by the pump unit to the wheel 22 with which it is connected. Thepump unit 72 includes gearing 82 and/or other suitable mechanismsoperable to allow the direction of rotation of the output shaft 80 to beselectively switched so that a forward and reverse drive can be suppliedto the wheel 22. Respective pressure sensors 84, 86, are provided forsensing the pressure of the liquid on the inlet and outlet sides of thepump unit 72. The pressure sensors 84, 86 supply signals indicative ofthe pressures on the inlet and outlet sides of the pump unit 72 to thecontrol unit 28. The control unit 28 utilises the signals from thesensors 84, 86 to judge whether the wheel 22 is slipping. If the wheelis judged to be slipping, an electrically actuable valve 88 controlledby the control unit 28 can be operated to reduce the flow of liquidthrough the pump unit 72 until a level of supply is reached at whichslipping no longer occurs. The valve 88 can also be signalled to controlthe flow through the pump unit 72 in such a way as to provide a brake onthe wheel 22.

Referring to FIG. 1, the spent relatively low pressure liquid from thepump units 72 is exhausted into a second reservoir 90 via ducting 92. Inthe drawing, the ducting 92 is shown as a single duct. However, inpractice there may be separate ducting for each pump unit 72. A firstducting system 94 extends downstream from the second reservoir 90 to thefluid admission control valve 40 such that when the valve is opened,relatively low pressure liquid from the second reservoir can pass intothe cylinder 12. A second ducting system 96 extends from first ductingsystem 94 to the start up fluid admission control valve 42.Alternatively, the second ducting system 96 could extend directly fromthe second reservoir. A start up pump 97 is provided in the secondducting system 96 between the second reservoir 90 and the start up fluidadmission control valve 42 for raising the pressure of the liquiddelivered from the second reservoir to the cylinder 12. The start uppump 97 operates in response to signals received from the control unit28.

The first reservoir 14 is provided with a pressure relief system thatcomprises a duct 98 fitted with a pressure relief valve 99 that extendsto the second reservoir 90. The pressure relief valve 99 is set to openat a predetermined pressure to allow over pressure to vent from thefirst reservoir 14 to the second reservoir 90 via the duct 98. Thepressure relief valve may be any suitable valve, including anelectrically actuated valve operated in response to signals from thesensor 46 or a known spring-biased one-way pressure relief valve. As analternative to venting to the second reservoir 90, the duct 98 can beomitted to allow the excess pressure to vent to atmosphere.

The exhaust system 36 comprises a heat exchanger 100 that is connectedto the exhaust valve 34 by ducting 102 and a condenser 104 that isconnected with the heat exchanger 100 by ducting 106. A normally closedsolenoid actuated valve 108 is provided in the ducting 106 so that theflow of exhaust gases from the heat exchanger 100 to the condenser 104can be controlled. The condenser 104 has an exhaust outlet 110 that canbe opened to atmosphere by operation of a normally closed solenoidactuated exhaust outlet valve 112. The condenser 104 has a volume thatis greater than that of the cylinder 12 and the heat exchanger 100 so itcan receive at least substantially all of the content of the cylinder 12and heat exchanger while the exhaust outlet valve 112 remains closed.

The condenser 104 is connected with a reservoir 114 via ducting 116 sothat condensate from the condenser can flow from the condenser into thereservoir. The condensate in the reservoir 114 can be returned to thecondenser 104 as a cold water spray via ducting 118. A pump 120 isprovided in the ducting 118 for pumping the condensate into thecondenser 104 via a refrigeration unit 122. A valve 124 is provided atthe outlet end of the ducting 118. The valve 124 includes a nozzle fordelivering the cold water in the form of a mist of atomised waterdroplets. The heat exchanger 100 is provided with a sensor 128, forexample a temperature sensor, for supplying the control unit 28 withsignals indicative of the pressure in the heat exchanger. The valves108, 112, 124 and the pump 120 and refrigeration unit 122 operate undercontrol of the control unit 28.

The internal combustion engine 10 comprises ducting 130 leading from thefirst reservoir 14 to the heat exchanger 100 through which liquid fromthe reservoir can pass to the heat exchanger to be heated by exhaustgases from the cylinder 12. The liquid passes through a coil 132 in theheat exchanger 100 in which it is heated to provide a supply of steam.Although not shown, the coil 132 may be provided with fins and otherheat collecting elements for enhancing heat transfer from the exhaustgases to the liquid. Ducting 134 leads from the heat exchanger 100 to aninlet provided at the inlet end region of the cylinder 12 for conductingsteam from the heat exchanger to the cylinder. A steam control valve136, which in this embodiment is a normally closed solenoid actuatedvalve, is provided at the downstream end of the ducting 134 to controlthe flow of the steam into the cylinder 12. The steam control valve 136operates under control of the control unit 28. A one-way valve 138 isprovided in the ducting 134.

The engine cylinder 12 will now be described in greater detail withreference to FIGS. 4 and 5. The cylinder 12 comprises a cylindrical mainbody portion 150 that includes the main sidewall 152 of the cylinder.The main body portion 150 tapers and has a narrower end that is closedby a domed cylinder head 154 and a wider end that is closed by the wall50. In this embodiment, the wall comprises a generally circularplate-like body. The main body portion 150 is secured to the wall 50 andcylinder head 154 by means of suitable securing devices, such as bolts158. Suitable gaskets and/or sealants are provided between the parts toensure that the cylinder 12 is fluid and pressure tight so as to definea closed chamber.

The main body portion 150 defines a frusto-conical internal spacehousing a conical body 160. The conical body 160 is fixed to or integralwith the wall 50 and extends over substantially the entire length of themain body portion 150. A flowpath for the liquid to be output from thecylinder 12 is defined between the main sidewall 152 and the conicalbody 160. The flowpath has its upstream end adjacent the inlet endregion of the cylinder 12 and its downstream end at the outlet endregion of the cylinder. Optionally one or more flow modifying formationscan be provided in the flowpath for promoting vortex flow of the liquid.In this embodiment, a flow modifying formation is provided in the formof a spiralling wall 162. The wall 162 can be supported by the sidewall152 or the conical body 160 and in this embodiment is integral with theconical body. The wall 162 spirals continuously about the conical body160 from a position close to the tip of the conical body to a positionclose to the base of the body. The radial extent of the wall 160 is suchthat the periphery of the wall is close to the main sidewall 152 so thata continuously spiralling passage 164 is defined along the length of theflowpath.

The spiralling passage 164 has its downstream end located close to theupstream end of the outlet valving 16 so that liquid forced along theflowpath tends to be driven into the bore 52. The bore 52 extendsthrough the wall 50 and has a pipe 166 extending from its downstreamend. The bore 52 and pipe 166 define a duct that is curved so as to atleast substantially form a continuation of the flowpath spiral. Thegeneral aim should be to provide a flow path downstream of the spiralthat does not subject the flow to any sudden or unnecessary changes ofdirection that will slow and/or otherwise impede the flow of theoutflowing liquid and for this reason, it may be preferred to make thepipe 166 a substantially straight pipe.

FIG. 5 shows respective inlet ports 168, 170 provided in the wall 50 forreceiving the liquid supplied from the second reservoir 90 via the firstand second ducting systems 94, 96 and the fluid admission control valves40, 42. Respective passages (not shown) extend from the inlet ports 168,170 through the wall 50 to positions at which they open into the spacebetween the main sidewall 152 and conical body 160. Optionally, thepassages extending from the inlet ports 168, 170 can be arranged to meetwithin the wall 50 and output into the cylinder through a common outletend.

Referring to FIG. 6, the cylinder 12 has a lengthways extendingcentreline, or axis, 174. In the direction of flow towards the outletend region of the cylinder 12, the main sidewall 152 and the conicalbody 160 both taper outwardly with respect to the centreline 174. Themain sidewall 152 has a rate of taper indicated by angle θ and theconical body 160 has a rate of taper indicated by angle α. The angles θ,α are selected to be either equal or such that the rate of taper definedby angle α is greater than the rate of taper defined by the angle θ. Putanother way, the radius R₁ of the main sidewall 152 increases in thedownstream direction of the cylinder 12 at a rate that is equal to orless that the rate of increase of the radius R₂ of the conical body 160.This is so that the overall cross-section area of the flowpath definedbetween the sidewall 152 and conical body 160 does not increase over itslength. In this embodiment, the rate of taper of the conical body 160 isgreater than the rate of taper of the sidewall 152. The result is thatthe cross section area of the flowpath measured perpendicular to thecentreline 174 (as indicated at positions 176, 178 and 180) decreases inthe direction of flow. Thus the flowpath narrows towards its downstreamend.

The purpose of having the cylinder main body portion 150 taper outwardlyin the direction of flow is to promote vortex flow of the liquid towardsto the outlet valving 16. It will be appreciated that if there was noconical body 160 in the cylinder 12, the circular cross section area ofthe flowpath to the outlet valving 16 would increase considerably. Thiscould result in cavitation in the outflowing liquid with bubbles orpockets of the combustion gases being transported into the firstreservoir 14 along with the outflowing liquid. This could produceundesirable pressure losses in the first reservoir 14 as the gases cooland contract. By ensuring that the cross-section area of the flow pathdoes not increase, or actually decreases in the direction of flow, thevolume of gas transported from the cylinder 12 into the first reservoir14 should at least be minimised.

An operating cycle of the internal combustion engine 10 will now bedescribed with reference to FIGS. 7 to 12. In FIGS. 7 to 12, when thevalves are open they are represented in the manner of a poppet valve.This representation has been adopted purely for ease of representationand recognition for the reader and should not be taken as in anywaylimiting the scope of the claims. Also for ease of representation andrecognition for the reader, the spiralling wall 162 has been omittedfrom FIGS. 7 to 12

In the description of the operation of the internal combustion engine 10that follows, the liquid to be energised and output through the outletvalving 16 is distilled water and the fuel supplied through the fuelinjector 26 is petrol (gasoline). However, it is to be understood thatliquids other than distilled water can be used as the working fluid andfuels other than petrol can be used.

FIG. 7 shows the internal combustion engine 10 during an initial stageof a new operating cycle. At the start of the cycle, the output valving16, air intake valve 24, fuel injector 26, exhaust valve 34 and fluidadmission valves 40, 42 are all closed. To initiate a new cycle, thecontrol unit 28 sends a signal to cause the air intake valve 24 to beopened and allow fresh aspirant air 200 to flow into the cylinder 12.The timing of the opening of the air intake valve 24 is determined bythe pressure in the cylinder 12. The pressure in the cylinder isdetermined by reference to temperature indicating signals provided bythe temperature sensor 44.

At the time the fresh aspirant air 200 enters the cylinder 12 throughthe air intake valve 24, the pressure in the cylinder 12 is belowatmospheric and so the air is sucked into the cylinder. The relativelycool air entering the cylinder 12 cools the cylinder and its contents.As a result of the low pressure and cooling in the cylinder 12, air 200continues to be drawn into the cylinder and at least some of the water202 remaining in the cylinder evaporates to form a vapour 204.

At a set time during this air intake phase, the control unit 28 issues asignal to cause opening of the fuel injector 26 to permit a measuredamount of petrol 206 to flow into the cylinder 12 where it mixes withthe air 200 to form a combustible mixture of petrol and air. Asdiscussed in more detail below, the amount of petrol admitted is suchthat the mixture is richer than the stoichiometric ratio to provideexcess hydrocarbons in the combustion chamber.

FIG. 8 shows the internal combustion engine 10 after air and fuel intakewith the air intake valve 24 and fuel injector 26 closed. Once the airintake valve 24 and fuel injector 26 have closed, the control unit 28issues a signal to cause the fluid admission control valve 40 to open.Water 208 that has returned from the drive unit 20 to the secondreservoir 90 flows into the cylinder 12 through the fluid admissioncontrol valve 40. The cylinder 12 then contains a first fluid mass 210comprising the air 200, vapour 204 and fuel 206 and a second fluid mass212 comprising the residue water 202 and inflowing water 208. As thesecond fluid mass 212 fills the cylinder 12, the first fluid mass 210 iscompressed so raising its pressure and temperature. When a predeterminedfill point is reached, indicated by signals from the temperature sensor44, the control unit 28 issues a command to close the fluid admissioncontrol valve 40.

Referring to FIG. 9, once the fluid admission control valve 40 hasclosed the cylinder 12 is ready for combustion of the air 200/fuel 206mixture in the first fluid mass 210. Combustion is initiated by thecontrol unit 28 issuing a signal that causes the spark plug 48 toprovide a spark 214 in the cylinder 12. The combustion taking place inthe first fluid mass 210 causes a rapid increase in pressure andexpansion of the first fluid mass. The expanding first fluid mass 210acts directly on the second fluid mass 212. The pressure in the cylinder12 is sufficiently high for the second fluid mass 212 to remain inliquid form, although, the rapid temperature increase in the first fluidmass 210 is sufficient to cause the water in the second fluid mass 212at the interface between the two fluid masses to evaporate so that theinterface is predominantly water vapour/steam. This evaporation processprovides a useful further pressure increase in the cylinder 12 usingheat energy that is normally wasted in a conventional internalcombustion engine.

Referring to FIG. 10, the rapid increase in pressure in the cylinder 12due to the combustion process taking place within the first fluid mass210 changes the pressure balance between the contents of the cylinder 12and the content of the first reservoir 14. The higher pressure acting onthe cylinder side of the ball 60 causes the ball to lift from the valveseat 58 and allow the water that comprises the second fluid mass 212 tobe driven at high pressure and velocity from the cylinder into the firstreservoir 14 by an advancing pressure wave generated by the rapidlyexpanding first fluid mass 210. As indicated by the arrows 214, thewater spirals about the centreline of the cylinder as it flows along thespiralling passage 164.

Referring to FIG. 11, shortly after the initiation of combustion byoperation of the spark plug 48, the control unit 28 issues a signal tocause the opening of the steam control valve 136 to allow a controlledamount of steam 218 at high pressure to flow from the ducting 134 intothe cylinder 12. Steam reformation processes take place at temperaturesaround 700 to 1000° C. Although the injected steam will cool thecombustion gases, by controlling the steam input, temperatures in theregion of 1000 to 2000° C. or more can be maintained so that as thesteam is injected into the fuel (hydrocarbon) rich combustion gasessteam reformation takes place causing the separation of hydrogen fromthe hydrocarbons. Since auto ignition of hydrogen takes place attemperatures of around 585° C., the hydrogen released from the steamspontaneously combusts. This results in heightening of the pressure andtemperature in the cylinder so increasing the force driving the water216 from the cylinder into the first reservoir 14.

Dissociation of hydrogen and oxygen from superheated water/steam occursat temperatures around 2730° C. and above. In view of the elevatedtemperature and pressure conditions in the cylinder 12 produced by thecombustion of the hydrogen produced by the steam reformation process(the temperature may be in the order of 3500° C. due to the fact thathydrogen burns hotter, faster and more fiercely than conventionalhydrocarbon fuels), the continued controlled injection of steam 218 intothe cylinder results in the production of additional hydrogen and oxygenby dissociation. The hydrogen and oxygen mix with the combusting gasesin the cylinder 12 and combust spontaneously to further increase thepressure in the cylinder 12 to ensure that substantially all of thewater in the cylinder is driven at high pressure into the firstreservoir 14 to maintain a high pressure in the first reservoir.

Pressure conditions within the cylinder 12 are illustrated in FIG. 13,which shows an exemplary pressure-time curve based on results obtainedfrom a test rig and, in dashed lines, a curve representative of theoutput of a conventional internal combustion engine. Combustion isinitiated at P₀, which is the pressure in cylinder 12 at the end of thecompression process. Combustion of the fuel rich mixture results in arapid pressure increase to P₁. The subsequent pressure increase to P₂ isdue to combustion of hydrogen released by steam reformation processestaking place within the cylinder 12. The subsequent pressure increase toP₃ is due to combustion of hydrogen and oxygen produced by dissociationof injected steam (and possibly from the water 212). By comparing theareas under the two curves, it can be seen that significant additionalpower output is obtained from the internal combustions engine 10 ascompared with the curve from a conventional internal combustion engine.

Referring again to FIGS. 11 and 12, with the output valving 16 open andthe energised water 216 flowing out of the cylinder 12 into the firstreservoir 14, the pressure in the cylinder 12 eventually drops to apressure that no longer exceeds the pressure in the first reservoir (orwhere a return spring is used, the combined force of the spring andpressure force from the reservoir). The ball 60 then returns to seat onthe valve seat 58 leaving a residue of water 202 (FIGS. 7 and 12) in thecylinder. The reduced pressure in the cylinder 12 is reflected by thetemperature indicating signals issuing from the temperature sensor 44.When a temperature indicating signal corresponding to a predeterminedpressure is received, the control unit 28 issues a signal that causesthe exhaust valve 34 to be opened (FIG. 12). The products of combustion220 then exhaust through the exhaust valve 34, further reducing thepressure in the cylinder 12.

Referring to FIG. 1, the products of combustion (exhaust gases) flowingfrom the cylinder 12 through the exhaust valve 34 pass through theducting 102 and into the heat exchanger 100. The exhaust gases aresucked into the heat exchanger 100 due to a partial vacuum that ismaintained in the heat exchanger and by virtue of the relatively higherpressure in the cylinder 12. Heat from the exhaust gases is extracted tovapourise the water in the coil 132 to produce the steam that issupplied to the cylinder 12 via the steam control valve 136 duringcombustion.

Once the pressure/temperature in the heat exchanger 100 reaches apredetermined level, indicated by signals from the sensor 128, thecontrol unit 28 issues a signal to cause opening of the valve 108between the heat exchanger and condenser 104 so that exhaust gases canflow from the heat exchanger into the condenser. At the time the valve108 opens, there is a partial vacuum in the condenser 104 so the exhaustgases are drawn into the condenser from the cylinder 12 and heatexchanger 100. At a predetermined time following the opening of thevalve 108, the exhaust outlet valve 112 opens to allow the condenser tovent to atmosphere. At this stage, the pressure in the cylinder 12, heatexchanger 100 and condenser 104 will rapidly fall to a pressuresubstantially equal to atmospheric pressure. In response to pressurerepresentative signals from the sensor 128, or at a predetermined timeafter opening, the control unit 28 causes the valve 112 to be closed.The control unit 28 then issues signals that cause the pump 120 tooperate and pump water from the reservoir 114 through the refrigerationunit 122 and the valve 124 to open. The cooled water is discharged fromthe valve 124 into the condenser 104 as a fine spray and causes a rapidcooling of the exhaust gases. The rapid cooling of the exhaust gasesproduces a pressure drop that maintains the flow of exhaust gases fromthe cylinder 12 to the condenser 104 to produce a partial vacuum in thecylinder 12 and heat exchanger 100. The cooling of the exhaust gasesalso causes water vapour entrained in the exhaust gases to condense. Thecondensate flows back to the reservoir 114 via the ducting 116.

When a required pressure is reached, as indicated by signals from thesensor 128, the control unit 28 issues a signal to cause closure of theexhaust valve 34 and the valve 108. With the exhaust valve 34 and valve108 closed, the heat exchanger 100 is isolated from the cylinder 12 andcondenser 104. The partial vacuum that exists within the heat exchanger100 when the valves 34, 108 close serves to insulate the heating coil132 and is available to draw exhaust gases from the cylinder 12 duringthe initial stages of the next exhaust process.

The operating cycle of the internal combustion engine 10 described aboveis one that takes place when the engine is running. Typically at enginestart up, there will not be sufficient pressure available in the engineto pump liquid from the second reservoir 90 to achieve the desiredcompression ratio in the cylinder 12. Accordingly, at start up, thecontrol unit 28 signals the start up fluid admission control valve 42 toopen and the start up pump 97 to pump fluid from the second reservoir 90into the cylinder 12. Once the engine is running normally, the controlunit 28 takes the start up fluid admission control valve 42 and pump 97out of the operating cycle and liquid is supplied to the cylinder 12from the second reservoir 90 via the fluid admission control valve 40 inthe way previously described.

It is envisaged that the engine will be configured and/or controlled insuch a way that when the output valving 16 closes, there will always bea residue of liquid left in the cylinder 12. The purpose of this is toprevent products of combustion from flowing into the first reservoir 14.If some of the products of combustion were to pass into the firstreservoir 14, they would contract as they cooled thus undesirablyreducing the pressure in the reservoir.

FIG. 14 shows various modifications to the cylinder 12. Thesemodifications can be implemented individually or in combination. A firstmodification is that the sidewall of the main body portion 150 is atwo-part wall comprising a static outer wall 250 and a rotatable innerwall 252. The outer wall 250 is secured to the wall 50 and cylinder head154 in similar fashion to the sidewall 152. The rotatable inner wall 252is supported on taper roller bearings 254 disposed between the innerwall and outer wall such that the inner wall can rotate relative to theouter wall 250. This allows the inner wall 252 to rotate with the liquidvortex, so reducing resistance to the vortex and reducing the resistanceto the flow of the liquid towards the outlet valving 16. The inner wall252 should have a low mass and where one or more flow modifyingformations are provided, such as the spiralling wall 164, they should besupported on by the conical body 160, or at least not by the inner wall252.

A further modification shown in FIG. 14 is that the conical body 160 ishollow and the end wall 50 is generally annular. The conical body 160thus functions as a part of a wall separating the cylinder 12 and firstreservoir 14 and the interior 258 of the conical body forms a part ofthe first reservoir 14. This construction provides the potential forreducing the overall size of the internal combustion engine, withoutreducing capacity.

Also shown in FIG. 14 is an internal passage 260 for conducting liquidfrom the inlet port 168 (see FIG. 5) to the space defined between thesidewall 252 and the conical body 160.

Also, the outlet valving 16 is located in the pipe 166 rather than inthe end wall 50.

Control of the injection of steam 218 into the cylinder 12 is important.If the steam injection is not properly controlled and too much steam isinjected into the cylinder 12, one or more of the following problems canbe expected to be encountered: the fuel air mixture may become too dampto ignite, the combustion gases may be quenched, significant powerlosses may occur due to cooling of the combustion gases and loss ofpressure in the chamber and/or the temperature and pressure in thechamber will be reduced to a level that does not support steamreformation and/or dissociation. In the embodiment shown in FIG. 1, thecontrol unit 28 controls the steam injection using temperature signalsfrom the temperature sensor 44 and closes the valve if the temperaturewithin the cylinder falls below a predetermined level. An alternativemeans for controlling steam injection into the cylinder will now bedescribed with reference to FIG. 15.

In the following description of the modified internal combustion engine10 shown in FIG. 15, parts and systems that are similar to or the sameas parts and systems illustrated in FIGS. 1 to 12 will be referenced bythe same reference numeral and may not be described again.

It will be appreciated that for the purposes of controlling operation ofthe internal combustion engine, at least during some phases of itsoperation, a temperature sensor used to sense the temperature in thecylinder 12 needs to be highly responsive to temperature changes takingplace within the cylinder. In FIG. 15 the temperature sensor is aninfrared temperature sensor 44 that senses the temperature in thecylinder through a translucent window (not shown). Alternatively, forexample, a high temperature embedded photodiode such as is disclosed inU.S. Pat. No. 5,659,133 (the content of which is incorporated herein byreference) could be used.

In addition to the change in the temperature sensing system, themodified internal combustion engine 10 shown in FIG. 15 includes aprotector 49 for the spark plug 48 and a modified exhaust system 136.Instead of two condensers as in FIG. 1, the modified exhaust system 136has heat exchange device 101 that functions both to extract heat fromthe exhaust to provide steam for injection into the cylinder duringcombustion processes and as a condenser for cooling the exhaust gasesand condensing the water vapour entrained in the exhaust gases.

The protector 49 is a shield made of any suitable material (ie amaterial able to withstand the temperatures and pressures that willexist within the cylinder 12 when the engine is in use) and ispositioned to protect the spark plug 48 against splashing that mightcause it to become damp and/or corroded in a way that might lead tomisfires. The protector 49 should be shaped and/or positioned such thatit does not impede the flow and mixing of the air and fuel entering thecylinder 12 and to minimise the impedance to the spread of the ignitionflame through the fuel-air mixture. The best shape and position for aparticular cylinder configuration can be determined empirically.

The heat exchange device 101 is connected to the cylinder 12 by ducting102 and flow communication between the cylinder and heat exchange deviceis controlled by an exhaust valve 34 in the same way as in the internalcombustion engine shown in FIGS. 1 to 12. The heating coil 132 in whichsteam is produced by extracting heat from the exhaust gases passesthrough the upstream end of the heat exchange device and is connected tothe cylinder by ducting 134 fitted with a steam control valve 136. Atthe downstream end of the heat exchange device 101, there is an exhaustoutlet 110 that is permanently open to atmosphere. The heat exchangedevice 101 is connected to a reservoir 114 by ducting 116 so thatcondensate from the reservoir can flow from the heat exchange deviceinto the reservoir. Ducting 118 extends from the reservoir 114 to theinlet end of a condensing coil 103 that is a part of the heat exchangedevice 101 and is located downstream of the heating coil 132. Returnducting 119 extends from the outlet end of the condensing coil 103 tothe reservoir 114. The return ducting 119 and ducting 118 together withthe condensing coil 103 form a cooling water circuit for extracting heatfrom the exhaust gases as they pass through the heat exchange device101. A pump 120 and radiator and/or refrigeration unit 122 are fitted inthe ducting 118 for cooling the water drawn from the reservoir 114before it reaches the condensing coil 103.

In use, when the exhaust valve 34 opens, exhaust gases will flow throughthe ducting 102 into the upstream end of the heat exchange device 101.Here it will pass over the heating coil 132. As the exhaust gases passover the heating coil 132 heat is extracted from the gases to convertthe water flowing through the heating coil into steam. Downstream of theheating coil 132, the exhaust gases lose further heat to the cooledwater flowing through the condensing coil 103. The condensing coil 103is made sufficiently long to allow enough contact to cool the exhaustgases sufficiently to cause the entrained water vapour to condense outand form a condensate pool in the bottom of the heat exchange device 101that flows back to the reservoir 114 via the ducting 116. Although notshown, baffles may be provided in the heat exchange device 101 tolengthen the flow path over the condensing coil 103 and/or heating coil132 to ensure the desired amount of heat is removed from the exhaustgases.

In this embodiment, the exhaust outlet 110 is permanently open toatmosphere. In order to purge the cylinder 12 of exhaust gases, closingof the exhaust valve 34 and opening of the air intake valve 24 overlapsso that the inflowing air can scavenge the cylinder. The timing of theoverlap of the opening of the air intake valve 24 and closing of theexhaust valve 34 can be determined empirically with a view to obtaininga desired level of performance from the internal combustion engine.

FIG. 15 also illustrates a system 280 for providing a combustiblehydrogen containing compound in the steam that is injected into thecylinder 12 via the steam control valve 136. This combustible hydrogencontaining compound is provided for promoting steam reformation in thecylinder 12. In the embodiment described with reference to FIGS. 1 to12, the combustible mixture provided in the cylinder 12 is made fuelrich to provide an excess of hydrocarbons for promoting steamreformation in the cylinder 12 when steam is injected into the cylindervia the steam control valve 136. For some embodiments, it may not bedesirable to have a rich fuel-air mixture for the initial combustion orit may be desirable to add to the fuel for steam reformation subsequentto the commencement of combustion. The system 280 can be used to providesome or all of the fuel for the steam reformation process.

The system 280 comprises a valve 282 for injecting fuel into the ducting134 upstream of the steam control valve 136. The valve 282 is connectedwith a reservoir 284 containing a combustible hydrogen containingcompound that is to be injected into the ducting 134. The reservoir 284may be the fuel reservoir 30 or a separate reservoir. When a separatereservoir is provided, it may contain the same combustible hydrogencontaining compound as the fuel reservoir 30 or a different compound.Thus, for example, the fuel reservoir 30 can be used to supply ahydrocarbon fuel, for example, for forming the combustible mixture inthe cylinder, while the reservoir 284 is used to supply a differenthydrocarbon or alcohol, for example methanol, that is suited to steamreformation. Operation of the valve 284 can be controlled by the controlunit 28 based on signals from the sensor 44 or by a separate controlusing signals from a different sensor.

For some embodiments, it may be desirable to inject the hydrogencontaining compound into the steam intermittently so that when the steamcontrol valve 136 is opened the steam injected will comprise a firstportion comprising steam mixed with the hydrogen containing compound anda second portion with no added hydrogen containing compound.

Optionally, the system 280 may include a catalyst unit 286 disposeddownstream of the valve 284. The catalyst unit 286 comprises a catalyticmaterial that will promote the release of hydrogen from the combustiblehydrogen containing compound that is mixed in with the steam. Forexample, if the hydrogen containing compound is methanol, copperchromite pipes could be used as the catalyst at a temperature of 360° C.In cases in which a catalyst is used, the fluid injected by via thesteam control valve 136 will be an aqueous fluid comprising steam,hydrogen containing compound and hydrogen. This mixture when injectedinto the cylinder will promote steam reformation that produces morehydrogen that will combust in the cylinder 12.

It will be appreciated that the modified internal combustion engine 10could be provided with a pressure sensor, including a temperature sensorsuch as a thermocouple, in addition to the infrared sensing temperaturedevice (or other optical temperature sensing device). It will also beappreciated that the internal combustion engine shown in FIGS. 1 to 12could be fitted with an infrared temperature sensor (or other opticalsensor) instead of or in addition to the pressure sensor already shownand may be provided with a system 280 for adding a combustible hydrogencontaining compound to the steam upstream of the steam control valve136.

FIG. 16 shows a multi-cylinder internal combustion engine 310. To avoidrepetition of description, those parts of the multi-cylinder combustionengine 310 that are the same as, or similar to, those of the internalcombustion engine 10 are labelled with the same reference numeralincremented by 300 and will not be described in detail again.

The multi-cylinder internal combustion engine 310 comprises fivecylinders 312(1)-312(5) that are equipped and operate in the same way asthe cylinder 12 of the engine 10. In this embodiment, the cylinders312(1)-312(5) are each connected to a common air intake system 338 andexhaust system 336 and each is provided with a fuel injector (not shown)fed from a common fuel reservoir 330 via a common fuel pump 332. Thereis a second reservoir 390 and start up pump 398 that feeds fluid fromthe second reservoir to fluid admission control, valves (not shown)corresponding to the valves 40, 42 shown in FIG. 1. While using commonparts as described may be convenient for many engine configurations, itwill be appreciated that in a multi-cylinder internal combustion engine,multiple air intake systems, exhaust systems, liquid return systemsand/or fuel pumps and reservoirs can be used.

The first reservoir 314 is connected to the output valving 316 of eachcylinder 312. In the illustrated embodiment, the first reservoir 314 isan annular tubular structure. It is envisaged that using this ‘doughnut’configuration will reduce pressure losses due to flow resistance.Although not show connected in this way, the cylinders 312(1) to 312(5)can be directly connected to the first reservoir 314 so that theoutflowing liquid can flow directly into the reservoir as illustrated inFIGS. 1, 4 and 13.

The first reservoir 314 is connected to respective ducting systems 602,604 that lead to a front wheel drive unit 320F and a rear wheel driveunit 320R. The drive units 320F, 320R convert the energy stored in theliquid received from the first reservoir 314 into a drive force to turnrespective pairs of wheels 322F, 322R. Each of the drive units 320F,320R returns the spent liquid to the second reservoir 390 and operatesin essentially the same way as the drive unit 20 of FIG. 1.

In this embodiment, the control unit 328 controls the operation of theindividual cylinders 312(1)-312(5) under the control of master enginecontrol unit 606. The master engine control unit 606 receives inputcommands from a driver operated pedal and/or button(s) (not shown) andalso controls the operation of the drive units 320F, 320R. Although notshown, it will be appreciated that a separate control unit can beprovided to control the braking function of the drive units 320F, 320R.Such a control unit would be connected to the master control unit 606,which has overall responsibility for the control of the internalcombustion engine 310.

In use, the individual cylinders 312(1)-312(5) of the multi-cylinderinternal combustion engine 310 operate in the same way as the engine 10.The activity level of the individual cylinders 312(1)-312(5) iscontrolled based on the pressure in the first reservoir 314. If thepressure in the first reservoir 314 is above a predetermined level andthe demand on the engine is low, the number of cylinders 312(1)-312(5)operating can be reduced proportionately.

Another internal combustion engine 710 connected to a drive unit willnow be described with reference to FIG. 17. Although not limited to suchuse, in the description that follows the drive unit 720 will bedescribed as being used to drive a motor vehicle. The internalcombustion engine 710 and drive unit 720 have many features andcomponents that correspond to or are similar to those of the internalcombustion engine 10 and drive unit 20 illustrated by FIGS. 1 to 12. Toavoid repetition, in the description that follows, components that arethe same as or similar to those shown in FIGS. 1 to 12 are labelled withthe same reference numeral incremented by 700 and may not be describedin detail again. For ease of description, the internal combustion engine710 will be described as a single cylinder engine. However, it is to beunderstood that the internal combustion engine 710 may be amulti-cylinder engine as, for example, described with reference to FIG.16.

In this embodiment, the internal combustion engine 710 is a compressionignition engine and the working fluid that is energised by thecombustion process is distilled water, or a mixture of water andcorrosion inhibitors.

The internal combustion engine 710 comprises a single combustion chamberin the form of a closed cylinder 712 defined by an engine block (notshown). The cylinder 712 tapers in its lengthways direction and isconnected at its lower, wider, end with a first reservoir 714. Outputvalving 716 is provided in the connection between the cylinder 712 andthe first reservoir 714. In this embodiment, the output valving 716 is apressure actuated one-way valve similar to the valve 16 illustrated inFIG. 2, although, any other suitable form of valve, including anelectrically actuated valve, can be used. The first reservoir 714 isused to store relatively higher pressure water that is output from thecylinder 712. The first reservoir 714 is provided with a pressure reliefvalve 718 that protects against overpressure in the reservoir. Althoughnot shown, instead of a pressure relief valve 718, the internalcombustion engine 710 can be provided with a pressure relief systemsimilar to that shown in FIG. 1.

The water stored in the first reservoir 714 is supplied at relativelyhigher pressure to a drive unit 720, which in this embodiment is theprimary of two drive units, the second of which will be described ingreater detail below. The primary drive unit 720 may comprise respectivepumps (not shown) for driving the wheels of a vehicle (also not shown)as described in connection with FIGS. 1 and 3, or separate front andrear drive units as described in connection with FIG. 16. In theillustrated embodiment, the primary drive unit 720 is a pump thatconverts the energy stored in the relatively higher pressure waterreceived from the first reservoir 714 into a drive force used to turnthe wheels of the vehicle. An electrically actuated control valve 721 isprovided between the first reservoir 714 and the primary drive unit 720and is operable to control the flow of water from the reservoir to thedrive unit.

The cylinder 712 is provided with inlet valving in the form of an airintake valve 724 and a fuel injector 726 and exhaust valving in the formof an exhaust valve 734. The exhaust valve 734 outputs to an exhaustsystem 736. The air intake valve 724 is connected to an air intakesystem (not shown) such as the air intake system 38 described inconnection with FIG. 1 and the fuel injector 726 is connected to a fuelreservoir via a fuel pump in, for example, similar fashion to the fuelinjector 26 shown in FIG. 1.

The operation of the control valve 721, air intake valve 724, fuelinjector 726 and exhaust valve 734 is controlled by a control systemthat includes a microprocessor based control unit 728. The control unit728 may be a higher level engine management control unit, which alsocontrols all aspects of the operation of the engine, or a unit dedicatedto managing particular engine functions and operatively connected to ahigher level engine management controller. In order to make the drawingsmore intelligible, the connections between the control unit 728 and theparts it controls and/or receives signals from are not shown.

In the same way as the cylinder 12 in FIG. 1, the cylinder 712 isprovided with two electrically actuated fluid admission control valves740, 742 for controlling the admission into the cylinder of workingfluid (water) supplied from a second reservoir 790. The start up fluidadmission control valve 740 controls the admission of the relativelylower pressure water from the second reservoir 790 during engine startup. The water admitted into the cylinder 712 through the start up fluidadmission control valve 740 is pressurised by a start up pump 797. Theadmission control valve 742 controls the admission of the relativelylower pressure, water from the second reservoir 790 during normaloperation of the internal combustion engine 710.

The cylinder 712 is additionally provided with two electrically actuatedhot water admission control valves 1000, 1002 for controlling admissionto the cylinder of hot water from a third reservoir 1004. The first hotwater admission control valve 1000 controls the admission of hot waterto the lower, wider, end of the cylinder 712 during a process tocompress aspirant air in the cylinder. The second hot water admissioncontrol valve 1002 controls the admission of hot water to the upper,narrower end of the cylinder 712. Each of the four electrically actuatedadmission control valves 740, 742, 1000, 1002 is controlled by signalsfrom the control unit 728.

The cylinder 712 is provided with a conical body 860 and a spirallingwall that defines a spiralling passage 864 in similar fashion to that inthe cylinder 12 shown in FIGS. 4 and 5.

The third reservoir 1004 is connected to the cylinder 712 for receivingpressurised water from the cylinder secondarily to the first reservoir714. Admission of water into the third reservoir 1004 is controlled byan electrically actuated valve 1006, which is controlled by signals fromthe control unit 728. The third reservoir 1004 has a first outletconnected with outlet ducting 1008 through which hot water from thethird reservoir is conducted to the cylinder 712 via the first hot wateradmission control valve 1000. The third reservoir 1004 has a secondoutlet connected with outlet ducting 1010, which leads to the second hotwater admission control valve 1002. A pump 1012 is provided in theoutlet ducting 1010 for raising the pressure of the hot water outputfrom the third reservoir 1004. An optional electrically actuated outletvalve 1014 is provided in the outlet ducting 1010 between the thirdreservoir 1004 and the pump 1012. The function of the outlet valve 1014can be provided by the pump 1012.

The third reservoir 1004 has a third outlet that is connected to asecondary drive unit 1016 via an electrically actuated control valve1018. The electrically actuated control valve 1018 is actuated bysignals from the control unit 728 to control the release of relativelyhigh pressure water from the third reservoir 1004 to the secondary driveunit 1016. In the illustrated embodiment, the secondary drive unit 1016is a pump unit that converts energy stored in the water into a forcethat can be used to drive the wheels of the motor vehicle. It will beappreciated that as an alternative to having separate drive units 720,1016 as shown, the third reservoir 1004 could feed to the drive unit720, in which case, the engine would be equipped to switch betweensupplies from the first reservoir 714 and third reservoir 1004. Yetanother alternative would be to have the two reservoirs 714, 1004 outputto a pump having respective vane sets sized to match the average outputpressures of the two reservoirs to allow their outputs to be used intandem to drive a single output shaft.

The exhaust system 736 comprises a first condenser 800 that is connectedto the exhaust valve 734 by ducting 802 and a second condenser 804 thatis connected with the first condenser 800 by ducting 806. A normallyclosed solenoid actuated valve 808 is provided in the ducting 806 sothat the flow of exhaust gases from the first condenser 800 to thesecond condenser 804 can be controlled. The second condenser 804 has anexhaust outlet 810 that is open to atmosphere. The first and secondcondensers, 800, 804 are each connected with ducting 816. Condensatefrom the condensers flows through the ducting 816 into a reservoir 814.Flow of the condensate from the condenser 800 is controlled by anormally closed solenoid actuated valve 817 that is controlled by thecontrol unit 728. Ducting 818 leads from the water reservoir 814 torespective normally closed solenoid actuated valves 824. A water pump820 is provided in the ducting 818 for pressurising water drawn from thewater reservoir 814. A radiator 821 and, optionally, a refrigerationunit 822 are provided in the flow path between the water pump 820 andthe valves 824. The valves 824 and water pump 820 are controlled by thecontrol unit 728 and are operable to provide a fine cooled water sprayinto the first and second condensers 800, 804.

In addition to the control unit 728, the control system for the internalcombustion engine 710 includes respective pressure sensors 744, 746,791, 828, 1020 for sensing the pressure in the cylinder 712, firstreservoir 714, second reservoir 790, first condenser 800 of the exhaustsystem 736 and third reservoir 1004. Each pressure sensor providespressure indicating signals for use by the control unit 728. In eachcase, the pressure sensor 744, 746, 791, 828, 1020 may be any form ofsensor suitable for providing a pressure indicating signal, includingtemperature sensors such as thermocouples.

Operation of the internal combustion engine 710 will now be describedwith reference to FIGS. 17 to 23.

In FIG. 17, the internal combustion engine 710 is shown at engine startup. When engine start up is initiated, the control unit 728 causes thestart up fluid admission control valve 740 to open and the start up pump797 to be started. The start up pump 797 raises the pressure of therelatively lower pressure water from the second reservoir 790 and pumpsit into the cylinder 712 through the start up fluid admission controlvalve 740. The cylinder 712 contains a first fluid mass 1022 comprisingaspirant air and a second fluid mass 1024 comprising the inflowingpressurised water and any water residue in the cylinder 712 at start up.As the second fluid mass 1024 fills the cylinder 712, the first fluidmass 1022 is compressed so raising its pressure and temperature. Whensignals from the sensor 744 indicate that the pressure of the firstfluid mass 1022 is at a predetermined level, the control unit 728signals the start up admission control valve 740 to close anddeactivates the start up pump 797. In this embodiment, the first fluidmass 1022 is pressurised to a pressure at which the fuel used by theengine will spontaneously ignite when injected into the cylinder 712.

Referring to FIG. 18, once the start up admission valve 740 has closed,the control unit 728 initiates a combustion event by signalling the fuelinjector 726 to open and inject fuel 1026 into the first fluid mass1022. As the fuel 1026 mixes with the hot compressed air, the fuelignites and combustion takes place causing a rapid pressure increase inthe cylinder 712. The pressure in the cylinder 712 is such that apartfrom localised steam formation at the interface between the two fluidmasses 1022, 1024, there is no change in state of the water, whichremains in liquid form.

The rapid pressure increase in the cylinder 712 following the start ofthe combustion event alters the pressure balance acting on the outputvalving 716. The output valving 716 responds by opening to allow apressure wave generated by the rapidly expanding combustion gases todrive a portion of the second fluid mass 1024 out of the cylinder intothe first reservoir 714 to provide a flow of energised fluid in the formof a relatively high velocity stream of water 1028.

Referring to FIG. 19, once the output valving 716 has opened and theflow of water 1028 into the first reservoir 714 has commenced, thepressure in the cylinder 712 rapidly decreases. This is reflected in thepressure indicating signals received by the control unit 728 from thesensor 744 and once the pressure has fallen below a predetermined level,the control unit 728 signals the valve 1006 between the cylinder 712 andthird reservoir 1004 to open. The opening of the valve 1006 allows water1030 to flow from the cylinder 712 into the third reservoir 1004. Thiscauses a further decrease in the pressure in the cylinder 712, whichrapidly results in the ball 760 of the output valving 716 moving backinto sealing contact with its valve seat under the influence of therelatively higher pressure in first reservoir 714 (and, if present, thereturn bias member). The pressure drop in the cylinder 712 eventuallyreaches a point at which steam starts to form. The steam pressuremaintains the flow of heated water into the third reservoir 1004 therebyincreasing the pressure in the reservoir.

At about the time the valve 1006 is signalled to open, the control unit728 signals the second hot water admission valve 1002 and the outletvalve 1014 to open and activates the pump 1012. This results in heatedwater from the third reservoir 1004 being pumped through the outletducting 1010 and exiting the second hot water admission valve 1002 intothe cylinder 712. The second hot water admission control valve 1002 isconfigured to output the heated water as atomised droplets to provide afine mist of heated water droplets in the cylinder 12. The combustionheat still present in the cylinder 712 vaporises the hot water droplets1032 as it is sprayed into the cylinder producing yet more steam. Thesteam produced forces more hot water to flow into the third reservoir1004. The control unit 728 monitors the respective pressures in thecylinder 712 and third reservoir 1004 using pressure indicating signalsprovided by the sensors 744, 1020. Once the pressure in the cylinder 712has fallen to a level near that in the third reservoir 1004, the controlunit 728 signals the valves 1002, 1006, 1014 to close.

Referring to FIG. 20, at this stage the pressure in the cylinder 712 isstill relatively high and the exhaust process commences. With the valves1002, 1006, now closed, the control unit 728 signals the exhaust valve734 to open to allow exhaust gases to flow from the cylinder 712 intothe first condenser 800. Except at start up when the pressure may beclose to atmospheric, there will be a partial vacuum in the firstcondenser 800. For the avoidance of doubt, at this stage, the valves808, 817, 824, are closed so the first condenser 800 is isolated fromall external pressures except the pressure in the cylinder 712. Theexhaust gases in the cylinder 712 rapidly exhaust into the firstcondenser 800 reducing the pressure in the cylinder and raising thepressure in the first condenser. The first condenser 800 is cooled, forexample, by a cooling water circuit, to cause the water vapour in theexhaust gases to condense and form a pool 1034 at the bottom of thecondenser. Additionally, the control unit 728 signals the valves 824 toopen and the water pump 820 to start pumping water from the reservoir814 through the cooling radiator 821 and, when provided, the chillerunit 822. The cooled water passes along the ducting 818 into the firstand second condensers 800, 804 as a cooled water spray 1036. The waterspray 1036 in the first condenser 800 assists in causing the watervapour in the exhaust gases to condense. The cooled water spray into thesecond condenser 804 pre-cools the condenser.

When the pressure in the cylinder 712 and first condenser 800 hassubstantially equalised, as indicated by pressure indicating signalsfrom the sensors 744, 828, the control unit 728 signals the valve 808between the first and second condensers 800, 804 to open. The cylinder712 is then open to atmospheric pressure at the exhaust outlet 810. As aresult, the exhaust gases flow through the first and second condensers800, 804 to atmosphere. Further cooling of the exhaust gases in thefirst and second condensers 800, 804 condenses the water vapour in theexhaust gases. When the pressure in the first condenser 800 has fallento a sufficiently low level, indicated by signals from the sensors 744,828, the control unit 728 signals the valve 817 to open. Condensate fromthe pools 1034 that form at the bottom of the condensers 800, 804 flowsfrom the condensers to the reservoir 814 via the ducting 816.

When the pressure in the cylinder 712 and first condenser 800 hasreached atmospheric pressure or another predetermined level, indicatedby pressure indicating signals from the sensors 744, 828, the controlunit 728 signals the valves 808, 817 to close. The cooled water spray1036 into the condensers 800, 804 continues. The cooled water spray intothe first condenser 800 causes further cooling and a rapid pressure dropthat produces a partial vacuum in the first condenser and cylinder 712.Once the pressure in the first condenser has reached a predeterminedlevel, indicated by signals from the sensor 828, the control unit 728signals the exhaust valve 734 and the valves 824 to close isolating thepartial vacuum for the next cycle.

Referring to FIG. 21, the control unit 728 initiates a new combustioncycle by signalling the air intake valve 724 to open. When the airintake valve 724 opens, aspirant air (indicated by arrows 1042) issucked into the cylinder 712 to replace the vacuum and form the firstfluid mass 1022.

Referring to FIG. 22, when pressure indicating signals from the sensor744 indicate that the pressure in the cylinder 712 is at atmosphericpressure (or another predetermined pressure), the air intake valve 724is closed and the fluid admission control valve 740 is signalled to openand allow water from the second reservoir 790 to flow into the cylinder712 to form the second fluid mass 1024 and pressurise the first fluidmass 1022. Once the pressure in the second reservoir 790 and cylinder712 has equalised, as indicated by signals from the sensors 744, 791,the control unit 728 signals the fluid admission control valve 740 toclose. If the pressure indicating signals from the sensor 744 indicatethat the pressure in the cylinder 712 has not been raised to apredetermined level that is judged necessary for spontaneous ignition tooccur, the control unit 728 signals the first hot water admissioncontrol valve 1000 to open and allow pressurised water from the thirdreservoir 1004, which is at a much higher pressure than the water in thesecond reservoir 790, to flow through the outlet ducting 1008 into thelower end of the cylinder 712. Once the pressure indicating signals fromthe sensor 744 indicate that the pressure in the cylinder 712 hasreached the level required for spontaneous ignition, the control unit728 signals the first hot water admission control valve 1000 to close.At this stage, the first fluid mass 1022 is pressurised and ready forthe injection of fuel from the fuel injector 726 as illustrated in FIG.18. The cylinder 712 is then cycled through the combustion and exhaustsequence previously described to maintain a desired pressure in thefirst reservoir 714 to match the demand input by the driver of the motorvehicle.

Referring to FIG. 23, the control valves 721, 1018 of the firstreservoir 714 and third reservoir 1004 are shown open to allow energisedfluid to flow to the primary and secondary drive units 720, 1016respectively. The two drive units 720, 1016 convert energy stored in thewater output from the first and third reservoirs 714, 1004 into a forcethat is used to drive the wheels of the motor vehicle (not shown). Thecontrol valves 721, 1018 open and close in response to signals from thecontrol unit 728, or another engine control unit, which signals areproduced in response to demand input by the driver.

Much of the heat produced during the operation of conventional CI and SIcombustion engines has to be lost through cooling processes and some islost in the exhaust stream. Those cooling processes often involve theuse of a fan connected to an output shaft of the engine, which itselfabsorbs some of the output power of the engine. Some estimates put theenergy wasted in this way at 36% of the fuel energy input to the engineor around 75% of the heat produced. It will be understood that theprocesses incorporated in the illustrated embodiments harvest at leastsome of this wasted energy and it is envisaged that as a result suchengines will be considerably more energy efficient than a conventionalinternal combustion engine. Apart from allowing for better fuelconsumption and the use of physically smaller engines for a given powerrequirement, such efficiency should make it possible to provide a motorvehicle with onboard hydrogen extraction apparatus to produce hydrogento fuel the engine.

As shown in FIG. 23, the secondary drive unit 1016 may optionally beconnected to a hydrogen extraction apparatus 1050 (indicated by dashedlines). The hydrogen extraction apparatus 1050 can be any suitableconventional hydrogen extraction apparatus. The hydrogen extractionapparatus 1050 may be driven by a mechanical force output by thesecondary drive unit 1016. Alternatively, the hydrogen extractionapparatus 1050 could be powered with electricity generated by anelectricity generating device driven by the torque output of thesecondary drive unit. Yet another alternative would be to supply fluidfrom the third reservoir 1004 to a drive unit that forms a part of thehydrogen extraction apparatus.

One suitable hydrogen extraction apparatus 1050 comprises a set of fuelcells that contain pellets made of aluminium and gallium alloy. Whenwater is pumped through the fuel cells and contacts the pellets,hydrogen is generated spontaneously by splitting the water molecules andcan be fed directly to the engine without the need of storagereservoirs. The aluminium pellets react to the incoming water becausealuminium is strongly attracted to the oxygen and are gradually consumedand have to be replaced. However, the process does not give off anytoxic fumes and the gallium pellets can be recycled over and over again.

It will be appreciated that if the internal combustion engine is to usehydrogen as a fuel, producing the hydrogen onboard on demand saves onthe need for storage tanks for the hydrogen, which usually needs to beliquefied. Such storage takes up a lot of space and there is the furtherdisadvantage that the stored hydrogen is highly flammable. It will beunderstood that if no hydrogen storage capacity is provided, a hybridarrangement can be used with a fuelling system for supplying ethanol,petrol (gasoline) or the like provided for engine startup. It will alsobe appreciated that the extraction of the hydrogen from the waterprovides a supply of oxygen that could be used to aspirate the enginesuch that the combustion chamber is aspirated by oxygen only or by anoxygen enriched air supply.

It will be appreciated that in embodiments that utilise hydrogen as thefuel, there will be no fuel for steam reformation. In view of the speedand ferocity with which hydrogen burns, sufficient heat may be developedto achieve thermolysis without steam reformation. However, it may bedesirable in such cases to add a small amount of a fuel that can producesteam reformation to the hydrogen-air mixture. The fuel could be addedprior to combustion or during combustion using a system similar to orthe same as the system 280 illustrated in FIG. 15.

A modification to the internal combustion engine 710 will now bedescribed with reference to FIG. 24. To avoid repetition of description,like parts are given the same reference numeral as in FIGS. 17 to 23.The modified internal combustion engine 1110 shown in FIG. 24 differsfrom the internal combustion engine 710 shown in FIGS. 17 to 23 in thatthe air intake system includes a supercharger 1060 located upstream ofthe air intake valve 724 and the cylinder 712 is provided with a device1062 for detecting when the level of the second fluid mass 1022 reachesa required level in the cylinder. The level detecting device 1062 can beany form of sensor device suitable for detecting a liquid level in ahigh temperature and pressure environment and may be an optical sensor.

The operation of the modified internal combustion engine 1110 differsfrom that of the internal combustion engine 710 in the exhaust and airintake processes. Since the operations of the internal combustion engineremain unchanged, only the exhaust and air intake processes will bedescribed.

At the start of the exhaust process the valves 734, 808, 817, 824 areclosed. The exhaust process commences with the opening of the exhaustvalve 734. The control unit 728 signals the valves 824 to open and thepump 820 to commence pumping to provide cold water sprays 1036 in thecondensers 800, 804. Again as previously described, a pool of condensate1034 will form in the bottom of the first condenser 800 and subsequentlythe valves 808, 817 are opened. When the pressure in the cylinder 712reaches a predetermined level, indicated by signals from the sensor 744,the control unit 728 signals the fluid admission control valve 742 toopen to allow relatively low pressure water from the second reservoir790 to flow into the cylinder to form the second fluid mass 1024. Theinflowing water displaces exhaust gases from the cylinder 712 into theexhaust system 736. When signals from the level detecting device 1062indicate that the second fluid mass 1024 has reached the required level,the control unit 728 signals the fluid admission control valve 742 toclose.

As the fluid admission control valve 742 is signalled to close, thecontrol unit 728 signals the air intake valve 724 to open and thesupercharger 1060 to commence operation. The supercharger 1060 blowshigh pressure air into the cylinder 712. Shortly after signalling theair intake valve 724 to open, the control unit 728 signals the exhaustvalve 734 to close. The overlap of the opening of the air intake valve724 and closing of the exhaust valve 734 is set such that the air blowninto the cylinder 712 drives the remaining exhaust gases from thecylinder into the exhaust system 736.

The air intake valve 724 remains open subsequent to closure of theexhaust valve 734 to allow the supercharger 1060 to deliver a mass ofhigh pressure air to form the first fluid mass 1022 at a pressuresufficiently high for spontaneous ignition to occur when fuel isinjected into the cylinder.

In the modified internal combustion engine 1110 using inflowing waterfrom the second reservoir 790 and high pressure air from thesupercharger 1060 to drive the exhaust gases from the cylinder 712results in a lesser degree of cooling. A potential advantage of the useof the supercharger 1060 is that it makes it relatively easy to adjustthe set pressure of the first fluid mass 1022 to a level suitable forproducing spontaneous ignition when using different types of fuel.Accordingly, the engine's standard operating settings readily can beadjusted to allow it to run on different fuels.

An internal combustion engine 1210 that is a modification of theinternal combustion engine 1110 shown in FIG. 24 will now be describedwith reference to FIGS. 25 to 27. To avoid repetition of description,like parts are given the same reference numeral as in FIG. 24.

The internal combustion engine 1210 differs from the internal combustionengine 1110 of FIG. 24 in that the cylinder is provided with aconstriction adjacent its upper end at which a valve 1212 is located andthat there are two exhaust valves 1214, 1216 and a combustion initiatorin the form of a spark plug 1218.

Referring to FIG. 25, the valve 1212 comprises a valve seat 1220 and adisplaceable valve member in the form of a ball 1222. The valve seat1220 may be defined by the wall of the cylinder 712 that defines theconstriction or by one or more members fitted to the cylinder wall. Theball 1222 may advantageously be made of a relatively low densitymaterial and/or be hollow in order to improve its responsiveness tochanges in the forces acting on it. The valve 1212 is provided with aretaining device 1224 for limiting movement of the ball 1222 away fromthe valve seat 1220. The retaining device 1224 may be of any suitableform for limiting movement of the ball 1222 away from the valve seat1220 while allowing relatively free flow of fluids past the ball towardsthe lower end of the cylinder and being able to withstand the pressureand temperatures that will encountered when the internal combustionengine 1210 is in use. The retaining device 1224 may, for example, besimilar to any one of the retaining devices described in connection withFIG. 2. The valve 1212 may also include a biasing device (not shown)that biases the ball into engagement with the valve seat 1220. Thebiasing device may, for example, comprise a compression spring locatedbetween the ball 1222 and retaining device 1224. As an alternative to aone-way pressure actuated valve as shown in FIG. 25, the valve 1212 maycomprise an electrically actuated valve that opens and closes inresponse to signals from, for example, the control unit 728.

When closed, the valve 1220 separates the cylinder into a first portion,or sub-chamber 1226, and a second portion, or sub-chamber 1228. The twoexhaust valves 1214, 1216 are located in bifurcated ducting thatconnects the cylinder 712 to the first condenser 800 of the exhaustsystem 736. The uppermost exhaust valve 1214 is provided in an arm 1230of the ducting that is in flow communication with the first sub-chamber1226 and the lowermost exhaust valve 1216 is provided in an arm 1232 ofthe ducting that is in flow communication with the second sub-chamber1228.

The spark plug 1218 is located at the upper end of the cylinder 712adjacent the fuel injector 726 such that it can discharge into the firstsub-chamber 1226.

In use, shortly prior to the initiation of a combustion event, the ball1222 is seated against the valve seat 1224 so that the first sub-chamber1226 is isolated from the second sub-chamber 1228. At this stage, thefirst sub-chamber 1226 is filled with pressurised air that is the firstfluid mass 1022 and the second sub-chamber 1228 is charged with water upto a level set by the level sensor 1062. The fuel injector 726 operatesunder control of the control unit 728 to inject fuel into the firstsub-chamber 1226 where the fuel mixes with the air that is the firstfluid mass 1022 to form a combustible mixture. At a preset intervalafter the opening of the fuel injector 726, the control unit 728 signalsthe spark plug 1218 to discharge into the combustible mixture toinitiate combustion. When the mixture combusts there is a rapid pressureincrease in the first sub-chamber 1226 that causes the ball 1222 to moveaway from the valve seat 1220 allowing the hot, rapidly expanding,combustion gases 1236 to rush past into the second sub-chamber 1228 toprovide a pressure wave that drives against the water forming the secondfluid mass 1024 to provide an engine output in the form of a flow ofenergised water as previously described.

Referring to FIG. 26, the exhaust process commences with the controlunit 728 signalling the exhaust valves 1214, 1216 to open to allowcombustion products to be driven from the first and second sub-chambers1226, 1228 by the inflowing water from the second reservoir that formsthe second fluid mass 1024. The combustion products from the secondsub-chamber 1228 flow through the arm 1232 of the ducting and into thefirst condenser 800 of the exhaust system 736. The increasing waterlevel in the cylinder 712 caused by the inflowing water (and whereprovided the biasing force provided by the biasing device) cause theball 1222 to move back into engagement with the valve seat 1224 suchthat the first sub-chamber 1226 is again isolated from the secondsub-chamber 1228.

Referring to FIG. 27, when the inflowing water that forms the secondfluid mass 1024 has reached a required level, as indicated by signalsfrom the level sensor 1062, the control unit 728 signals the lowermostexhaust valve 1216 to close. With the uppermost exhaust valve 1214 stillopen, combustion products from the first sub-chamber 1226 can still flowalong the arm 1230 of the ducting and into the first condenser 800 ofthe exhaust system 736. At the same time, or shortly after, the closingof the lowermost exhaust valve 1214, the control unit 728 signals theair intake valve 724 to open allowing pressurised air from thesupercharger 1060 to flow into the first sub-chamber 1226. The inflowingair drives any remaining combustion products from the first sub-chamber1226 through the uppermost exhaust valve 1214 into the exhaust system.Shortly after the opening of the air intake valve 724, the control unit728 signals the uppermost exhaust valve 1214 to close and the chargingof the first sub-chamber 1226 with the air that forms the first fluidmass 1022 is completed to a required pressure indicated by signals fromthe sensor 744. At this stage, the cylinder 712 is ready to receive fuelvia the fuel injector 726.

It will be appreciated that the presence of the valve 1212 separatingthe first sub-chamber 1226 from the second sub-chamber 1228 allows thespark plug 1218 to operate in a relatively dry environment, therebyreducing the likelihood of misfires. It will also be appreciated thatsince a combustion initiator is provided, the internal combustion engine1210 may not require supercharging, although, it is envisaged that asupercharger 1060 will still be used in order to enhance the performanceof the engine. It will also be understood that although only one sparkplug 1218 is shown, additional spark plugs may be provided in order toimprove the combustion process.

Because the internal combustion engines of the illustrated embodimentsdo not have pistons or rotors that need to seal against the combustionchamber walls, the walls of the combustion chambers do not need to havesmooth surfaces. Accordingly, the surfaces can be made rough so as toreduce drag between the rapidly moving fluids and those surfaces. Thesurface roughening can take any suitable form. One possibility is toprovide the combustion chamber walls with a ribbed surface modelled onsharkskin. As shown in FIG. 28, a surface 1300 modelled on sharkskin maycomprise a plurality of tooth-like platelets 1302 formed with ridges1304. In the illustrated embodiment, the ridges 1304 are generallyaligned and the surface is formed such that the ridges extend in thegeneral direction of flow of the fluids. For the embodiments illustratedin FIGS. 1 to 27, the ridges 1304 would be arranged to follow the spiralflow path defined by the spiral passages 164, 864. It may also bedesirable to provide surface roughening on the parts defining the spiralpassages 164, 864. Alternatively, the ridges 1304 could be arranged suchthat the ridges of adjacent platelets 1302 extend in differentdirections. This may be beneficial in terms of breaking up the boundarylayer and improving fluid flow in the cylinder.

FIG. 29 illustrates a fluid holder 1400 that can be used in internalcombustion engines having structures such as those shown in FIGS. 1 to24. Referring to FIG. 4, the fluid holder 1400 is intended to besandwiched between the main body portion 150 and domed cylinder head154. The fluid holder 1400 comprises an annular support member 1402 thatis provided with circumferentially equi-spaced through holes 1404 forreceiving devices, such as the bolts 158 that are used to secure thedomed cylinder 154 head to the main body portion 150. The annularsupport member 1402 supports a fluid holding portion 1406. The fluidholding portion 1406 comprises a plurality of fluid holding members 1408interconnected by support members 1410. In the illustrated embodimentthe support members 1410 are a mesh structure, although, any suitablearrangement of support members can be used. The fluid holding members1408 are shallow dished or cup-like structures for holding fluid.

In use, aqueous fluid injected into the cylinder 12, 712 will be held bythe fluid holding members 1408, which are supported by the supportmember 1402 such that they are at the inlet end region of the cylinderwhere the combustible mixture is located prior to combustion. When thecombustion of the combustible mixture commences, the small pockets ofaqueous fluid held by the fluid holding members 1408 are disposed withinthe combusting gases and exposed to the full heat of combustion. Thestructure of the fluid holding portion 1406 is such that it absorbs verylittle of the heat of combustion and the receptacles are sized such thatthe volume of aqueous fluid held will not have any significant coolingeffect. Instead, the shallow pockets of aqueous fluid are exposed to thefull heat of combustion and readily form steam for steam reformationand/or dissociation.

It will be appreciated that the fluid holder can take many forms and isnot limited to the structure shown in FIG. 29. For example, the fluidholding portions could be substantially flat and/or define multiplerelatively small fluid holding pockets. A substantially flat surfacecould be provided with fluid retention features, for example, bymicro-pitting.

In the illustrated embodiment, the fluid holding members 1408 are in acommon plane. As an alternative, the support members may be arranged tosupport the fluid holding members in different planes. This provides thepossibility of having a greater density of fluid holding membersprovided in the combustion zone while allowing relatively free flow ofcombustible mixture and combusting gases within the cylinder. As analternative, for some embodiments, multiple fluid holders 1400 could beused to provide fluid holding surfaces in different planes.

It will be understood that the arrangement of the fluid holder(s) shouldideally maximise the fluid holding area while minimising the amount ofthe heat absorbed by the fluid holders and the obstruction to flowand/and or mixing of the combustible mixture during intake processesand/or exhaust of the products of combustion during exhaust processesand/or the expanding combustion gases during combustion of thecombustible mixture.

It will be appreciated that additional benefit may be obtained byconfiguring surface roughening of internal walls of the cylinderadjacent the combustion zone such as to hold shallow pockets of aqueousfluid that will be exposed to the heat of combustion and form steam forsteam reformation and/or dissociation.

It will be understood that having the fluid holder(s) in the cylinderallows the provision of small volumes of aqueous fluid distributed asshallow pockets or films about the combustion zone and exposed to thefull heat of the combustion. The depth of the volumes of aqueous fluidshould be relatively small and they should be spread widely within thecombustion zone to maximise the possibility for steam reformation and/ordissociation taking place. The aqueous fluid can be input to thecylinder ahead of the compression and/or combustion processes. Theaqueous fluid is preferably pre-heated by, for example, any of themethods illustrated by the embodiments. However, if the input of aqueousfluid takes place prior to the compression process, the aqueous fluidcan be heated by the heat of compression during compression of theair/air-fuel mixture in the cylinder.

In some embodiments the fluid to be held by the fluid holder 1400 willbe input by a valve such as the steam control valve 136 shown in FIG. 1.Alternatively, the fluid holder 1400 may be located and/or the internalcombustion engine operated such that prior to combustion the fluidholder is at least partially submerged in the working fluid. Whencombustion takes place liquid will be retained by the fluid holder forsteam reformation and/or dissociation. In this case, a hydrogencontaining compound from which hydrogen is to be obtained may beincluded in the liquid and could, for example, be an antifreeze agentsuch as ethanol. It will be appreciated that the antifreeze content ofthe liquid can be readily monitored using known testing devices and areservoir provided from which the antifreeze level in the liquid can betopped up to maintain a desired concentration.

In the preceding description the control unit(s) have not been describedin any great detail since suitable control units and any requiredassociated ancillary equipment are components that will be well known tothose skilled in the art. Referring to FIG. 30, a suitable control unit728 may comprise one or more a processors 1600 and signal conditioningcomponents 1602 for, for example, amplifying signals and convertinganalogue signals to digital and digital signals to analogue to permitthe control unit to receive and use signals from the sensors and outputusable signals to the valves and other components controlled by thecontrol unit. The control unit 728 may additionally comprise one or morerandom access memories (RAM) 1604 for storing data generated duringoperation of the internal combustion engine and circuitry 1606 for usein sampling incoming signals from one or more sensors to provide ausable input for the processor. The control unit 728 may additionallycomprise one or more data storage components in the form of permanentmemory 1606, which may be a read only memory (ROM), in which one or morecontrol software portions 1608 are permanently stored. Of course, forsome applications, no permanent memory is required. For example, thecontrol unit may be connected with a master computer in which thecontrol algorithms are stored and which uploads them to a RAM in thecontrol unit at start up of the control unit. Another alternative wouldbe for the control unit to be slaved to a master control unit orcomputer. Yet another alternative would be for the control to compriseone or more hard wired control circuits.

The internal combustion engines in the illustrated embodiments areprovided with a conical body that is coaxially disposed in the enginecylinder. The conical body is arranged such that the cross-sectionalarea of the space defined between the conical body and the cylinder walldoes not increase or decreases in the downstream direction of thecylinder. A flow modifying formation in the form of a spiralling wallsupported by the conical body cooperates with the conical body andcylinder wall to define a spiralling passage so that the liquid outputof the engine is forced to spiral towards the outlet valving. Thespiralling motion induced improves the flow of the water towards theoutlet valving, thereby reducing the losses due to drag and the controlof the cross sectional area of the flowpath at least reduces the problemof cavitation of the liquid leading to the undesirable inclusion ofgases in the outflowing liquid. Providing surface roughening on theparts, as described with reference to FIG. 28, can further reduce draglosses. It will be understood that at least some of these benefits canbe obtained with other structures that provide a flowpath whose crosssection area does not increase or decreases in the downstream directionof the flowpath. Additionally, other forms of flow modifying formationfor imparting rotation of the flow with respect to the cylinder axiscould be provided. For example, in the illustrated embodiments, vanesorientated to provide rotation to the flow could be provided between thecylinder wall and conical body. The vanes could be supported by eitherthe cylinder wall or the conical body. Yet another alternative would beto provide spiralling ribs on one or both of the cylinder wall andconical body.

It will be understood that the embodiments illustrate a practical meansfor producing hydrogen within the engine to obtain improved poweroutputs as compared with conventional internal combustion engines.Having a working body in the form of a body of water rather than a metalpiston provides a source of water that could dissociate by thermolysiswhen subjected to the relatively high temperatures and pressuresexperienced in the cylinder during combustion. However, it is currentlybelieved that obtaining dissociation of the water by simply combusting acombustible hydrogen containing compound in the cylinder may not producedissociation or, at least, will produce only very limited dissociationresulting in the production of very little hydrogen. This is in partbecause only limited amounts of the water will be heated sufficiently todissociate and, although temperatures of 3500° C. may be obtained, therelatively slow burn obtained by combusting hydrocarbon fuels willresults in dissipation of the heat.

It is believed that although introducing a water/vapour steam spray intothe cylinder can be expected to reduce the temperature in the cylinder,benefits are obtained by having a considerably greater surface areawater exposed to the heat of combustion. Furthermore, by providing arich fuel air mixture for combustion, an excess of combustible hydrogencontaining compound is made available in the cylinder making it possibleto obtain steam reformation, which can occur at temperaturessignificantly lower than those required for water dissociation. Thisprovides a supply of hydrogen in the combustion gases that is combustedin the cylinder. The relatively fast and fierce heat obtained from thecombustion of the hydrogen allows less time for the heat to dissipateand provided the volume of water vapour/steam sprayed into thecombustion gases is controlled prevent excessive cooling of thecombustion gases, water dissociation can be obtained. This provides asignificant volume of hydrogen and oxygen in the combusting gases thatis itself combusted to generate an additional power output from theengine. A comparison of the curves in FIG. 13 suggests a threefoldincrease in useable power is obtainable.

It will be appreciated that the additional impetus provided to theoutflowing liquid by the energy release obtained from combusting thehydrogen produced by steam reformation and/or water dissociation can bebeneficial in that it is acting on a liquid that already has momentum.That is, the energy produced from the hydrogen combustion is not wastedin overcoming the inertia of a stationary body of water and insteadprovides additional impetus to a liquid that is already in motion sothat the liquid outflow from the engine is potentially exposed torepeated bursts of energy rather than a single energy input.

It will be appreciated that the power output of the illustratedembodiments is an energised fluid and that the engines do not have apiston or rotor connected with an output shaft for outputting the energygenerated by combustion. The energised fluid transports the energyimparted to it in the form of pressure and velocity (and some heat) whenit is forced out of the chamber in which it is exposed to pressuresgenerated by the combustion process. When in storage in the pressurereservoir(s), the energised fluid stores the imparted energy bypressurising a gas contained in the reservoir. When released from thestorage reservoir, some of the energy stored as pressure is converted toa kinetic energy by driving, for example, an impellor, piston or a pump.

It will be appreciated that because the energy output from thecylinder(s) of the illustrated embodiments is transmitted in the form ofan outflow of liquid driven by the expanding combustion gases, thereciprocating and/or rotating mechanically connected power outputcomponents (eg pistons connected to a crankshaft) found in aconventional reciprocating piston internal combustion engine are notneeded. This provides the engine designer with greater freedom inmatching the engine configuration to the required power output. Forexample, since the problems of engine balancing encountered with highspeed reciprocating and rotating power transmission parts found inconventional internal combustion engines should not affect the internalcombustion engine of the illustrated embodiments, it is envisaged thatforming an internal combustion engine with an odd number of cylinders(for example three, five or seven) will not be any more problematicalthan having an even number.

Although not essential, because the output of the engine can be readilystored in an output storage device as a pressurised fluid, advantages asdescribed below can be obtained. Purely for ease of reference, theoutput storage device(s) will be referred to as reservoir(s). It is tobe understood, that the output storage device(s) can be of any suitableform and are not limited to the illustrated reservoir(s), which aregiven only as examples.

In the illustrated reservoirs, the liquid output from the enginecylinder flows through a gas containing region of the reservoir to getto a liquid storage region that contains the stored liquid output fromthe internal combustion chamber. The stored liquid pressurises the gas.That is, the pressure of the gas will vary according to the volume ofstored liquid. Introducing the liquid into the chamber through a regionthat is maintained free of stored liquid reduces the flow impedance(resistance to entry of the liquid flow), thereby reducing energy lossesand improving the efficiency of the internal combustion engine. When thereservoir is opened to output stored liquid, liquid is driven from thereservoir by the pressure stored in the gas.

In the illustrated embodiments, the reservoirs that receive the liquidoutflow are located below the cylinders from which the liquid flows andthe inlet for the liquid is at the top of the reservoir. Accordingly,since by virtue of gravity the gas will always be at the top of thereservoir, the liquid will enter the reservoir into and through the gas.It will be understood that it is not essential that the inlet is at thetop of the reservoir. The inlet can be located anywhere below the top ofthe reservoir, but above the intended maximum height of the storedliquid or could be take the form of a conduit entering the reservoirinto a region at least potentially occupied by stored liquid and havingits outlet end located at a position above the intended maximum heightof the liquid.

In order to ensure that under normal operating conditions the liquidenters' the reservoir through the gas rather than the stored liquid,operation of the chamber or chambers that output to the reservoir iscontrolled to ensure that the volume of liquid stored in the reservoirdoes not exceed a selected level, or height. In the illustratedembodiment, the control unit can make use of signals from the sensorused to detect pressure in the reservoir. As an alternative, oradditionally, a dedicated sensor for detecting the volume of storedliquid could be used. For example a suitable switch forming part ofcircuit that is completed when the liquid level reaches a predeterminedlevel could be used. Alternatively, an optical sensor or float switchmight be used. Yet another alternative would be to have two sensors usedin combination. A first of the sensors would be located at a positionexpected to be continuously occupied by stored liquid and would providea reference signal. A second of the two sensors would be located at thelevel selected as the maximum level beyond which the reservoir shouldnot be filled. In use, while the level of the stored liquid remainedbelow the maximum level, the signal from the second sensor would bedifferent to the reference signal. As soon as the stored liquid levelreached the maximum level, the signal would change and substantially thesame as the reference signal.

It may be desirable to provide baffles or the like in the reservoir(s)of engines that are intended to move while in use, such as enginesfitted to motor vehicles, in order to ensure the liquid input regionremains substantially free of liquid in the event the engine isoperating while at an angle to the horizontal. For some applications itmay be desirable for the baffles or the like to be movable such as to beable to adapt to different orientations of the engine.

The reservoir or reservoirs receiving the liquid outflow from thecylinder or cylinders may be two part reservoir(s) comprising a liquidcontaining reservoir and a gas containing reservoir, which is connectedto the liquid containing reservoir by ducting and arranged such that thegas contained in the gas containing reservoir will expand and contractas the level of the liquid in the liquid containing reservoir changes.In order to prevent flooding of the gas containing reservoir, thereservoirs can be positioned at different heights so that the liquid hasto flow upwardly from the liquid containing reservoir to the gascontaining reservoir. In this arrangement, the liquid would preferablyenter the output storage device via the gas containing reservoir,although, it could be made to enter through a suitably maintained gascontaining region of the liquid containing reservoir.

As mentioned above, the reservoirs receiving the working fluid willcontain a pocket of gas. It is envisaged that the gas should be low inoxygen content to reduce the risk of detonation within the reservoirs.The gas could, for example, be commercially available oxygen freenitrogen or even oxygen depleted exhaust gas.

It will be appreciated that because the energy output of the engine canbe stored in the reservoir(s) so that it is available on demand, thereis no need to provide the internal combustion engine with a flywheel,which represents a significant weight saving.

Because the output energy of the engine can be stored as a pressurisedfluid in one or more storage reservoirs, it should be possible tooperate the engine in such a way that the combustion chambers are cycledat a relatively low rate, for example, 20 cycles per minute. As comparedwith a conventional reciprocating piston internal combustion engine,this should make it possible to obtain better control of the variousprocesses that occur during each cycle of the cylinder. Additionally,because the valves used to control the flow of fluids to and from thecombustion chamber are able to operate independently of each other underthe control of the control unit, it may not necessary to compromise onthe timing of events to the same extent as is required by the structureof conventional reciprocating piston combustion engines. In the case ofa multi-cylinder engine, the operation of the respective combustionchambers does not need to be synchronised to the same degree as in aconventional engine, which should make the engine more flexible andeasier to control.

It will be appreciated that because the energy output of the internalcombustion engine is stored in one or more reservoirs, power isavailable substantially instantaneously on demand. Accordingly, rapidacceleration from a standing start is possible simply by opening thevalving connecting the reservoir(s) in which the energy is stored to thedrive unit(s). The energy used to achieve this acceleration is thenreplaced while the vehicle is moving.

Another benefit of having the power output stored in a reservoir is thatwhen the pressure in the reservoir is at a predetermined level and thereis no significant load on the engine (for example if the vehicle isstopped in traffic), the engine does not need to be cycled and can, ineffect, be turned off until such time as the pressure drops below thatlevel or a predetermined lower level. It will be understood that in asimilar situation in a multi cylinder engine some, or all, of thecylinders may be taken out of use until there is a requirement torestore the pressure of the fluid in the first reservoir. The sameconsiderations apply if the vehicle is in motion and the momentum of thevehicle is such that the input drive requirement is reduced. Having anengine that can be selectively switched off in this way while stillhaving power available on demand provides the opportunity to achievesignificant fuel savings, particularly in the case of vehicles usedmainly for the sort of stop/start driving typically encountered in anurban environment.

It will also be appreciated that because each operating cycle of theengine cylinder(s) includes admitting a volume of relatively coolerlower pressure liquid into the cylinder and greater use is made of theheat of combustion to produce useful work output, the need for coolingof the engine may be considerably reduced as compared with aconventional internal combustion engine. It is envisaged this willprovide greater freedom to designers in selecting the materials fromwhich the engine block is manufactured. It is envisaged it will alsoallow greater design freedom in allowing the use of thinner walls, asthe resulting loss of thermal inertia is less likely to be a problem.This provides the possibility of making the engine much lighter than aconventional engine. It also provides the possibility of manufacturingthe structure defining the combustion chamber from an engineeringplastics providing the opportunity to manufacture parts using plasticsmoulding processes with the potential cost savings this gives. However,it should be noted that it might be necessary to line the combustionchamber with a relatively hard material to avoid problems withcavitation caused by movement of the high pressure high velocity liquidoutput from the engine. The walls of the combustion chamber exposed tothe moving liquid may, for example, be protected by a ceramic liner ormade from stainless steel or similar such material. If an engineeringplastics is to be used, it is envisaged the surfaces exposed to thecombustion gases will be roughened and/or provided with small recesses,indentations, pockets or the like to promote water retention so as toprotect the plastics material from the heat of combustion. The surfaceroughening may, for example, take a form the same as or similar to thatshown in FIG. 28.

As mentioned above, processes operating in the illustrated embodimentsmake use of heat that is wasted in a conventional internal combustionengine to provide additional power output and/or provide additional fuelin the form of hydrogen. It is envisaged that the cylinder andreservoirs receiving the liquid outflow will be made of materials havinglow thermal conductivity and/or insulated to minimise thermal losses tothe surrounding atmosphere. The reservoirs in particular should beinsulated to maintain the temperature of the pressurised gas theycontain. One option envisaged is to provide the cylinder(s) and/orreservoirs with a vacuum jacket. In embodiments having an exhaust systemthat produces a vacuum, the vacuum jacket could be connected with a partof the exhaust system in which a vacuum is to found by ducting fittedwith a one-way valve so that if the pressure in the insulating jacketrises above the vacuum in the exhaust system, the one-way valve opens torestore the vacuum. For some embodiments, it may be desirable to connectthe insulating jacket(s) with a vacuum reservoir rather than directly tothe exhaust system.

The combination of the weight savings made possible by the absence ofheavy metal components such as a crankshaft and flywheel and/or having alighter engine construction as a result of the cooling effect obtainedby the introduction of the relatively cooler working fluid at the startof each combustion cycle, provide the potential to design an internalcombustion engine that is significantly lighter than a conventionalreciprocating piston internal combustion engine having an equivalentpower output. While such weight savings may not be significant in casesin which the engine is used in situ, they can provide significantbenefits in terms of energy efficiency when the engine is used invehicles and other applications that require that the engine move whilein use. It will be appreciated that such cases any weight saving shouldbe beneficial as a portion of the engine's output must inevitably beused in accelerating and propelling the engine's own weight.

It will be understood that the absence of complex mechanisms comprisingmoving parts that must be precision machined should reduce manufacturingcosts. In applications to motor vehicles, further savings may be made interms of cost and weight since it is not necessary to have a clutch,flywheel, gearbox or differential.

In the illustrated embodiments, the second fluid mass comprises water oris at least predominantly water. It will be appreciated that if thesecond fluid mass is predominantly water, for some environments, it willbe necessary to include additives to prevent freezing of the water whenthe engine is not in use. In embodiments in which the first fluid massmakes direct contact with the second fluid mass, some of the fuel willbe absorbed by the second fluid mass and so, when an alcohol based fuelsuch as ethanol is used, there will be a constant ‘anti freeze top up’.It will also be appreciated that it may be desirable to add suitableadditives to the water to improve the efficiency of the thermalprocesses and/or inhibit corrosion. It is envisaged that when the secondfluid mass comprises water, it will be better to use distilled water.

It is also envisaged that for some embodiments, it may be desirable touse a fluid other than water to form the second fluid mass, or workingfluid.

Embodiments have been described in which one or more spark plugs areused as combustion initiators. It will be understood that other forms ofcombustion initiator can be used. For example a glow plug or hot wirecould be used instead of a spark plug. Another alternative would be tomount a metallic object, for example a metal mesh, in the combustionchamber at which combustion is to be initiated and provide a microwavesource targeted at the metal object.

Particularly for embodiments that are compression ignition engines, itmay be desirable to provide the engine cylinder(s) with an associatedchamber (not shown) that opens into the main cylinder space and intowhich the fuel is injected. Such a chamber can be configured to generatea swirl in the compressed first fluid mass that will aid the mixing ofthe first fluid mass and incoming fuel so as to improve the efficiencyof the combustion process.

It will be appreciated that while for many applications it may beconvenient to use a temperature sensor such as a thermocouple or opticaltemperature to provide indications of the changing pressure conditionsin the locations at which the pressure needs to be monitored, a pressuresensor or other sensor capable of providing signals indicative of thepressure in the cylinder can be used instead. Such sensors include fibreoptic sensors.

It will be understood that in applications to motor vehicles and otherforms of transportation, the output from the engine may be used to poweran electricity generator that would supply electricity to one or moreelectric motors used to power the wheels or the like of thetransportation apparatus. In applications to forms of transportationthat run on wheels, instead of using the output to turn an output shaftconnected to the driven wheels, the driven wheels may be provided with aturbine like structure which receives the working fluid output from theengine.

It will be appreciated that the illustrations of the embodiments areschematics and so do not show the true construction of the internalcombustion engine. In general it is envisaged that the ducting systemsalong which the energised second fluid flows from and back to the enginecylinder(s) will, insofar as this is possible, be formed by straightpipe runs or gentle curves to minimise energy losses caused byresistance to flow.

For ease of description, the engine cylinder(s) of the illustratedembodiments have been described as having one of each valve and onesensor for providing signals indicative of the pressure at each locationat which a pressure reading is required. It will be appreciated thatmultiple valves and/or sensors may be used to provide desiredperformance levels and/or protection against failure of a single valveor sensor. Thus, for example, there may be twin air intake and/or twinexhaust valves or multiple sensors.

It will be appreciated that in the illustrated embodiments, the timingof the combustion event is not as critical as in conventionalreciprocating piston internal combustion engines. For example, if thereis pre-ignition as a consequence of varying octane levels in the fuel,the rapid pressure increase in the engine cylinder(s) as combustionoccurs will still cause the output valving to open allowing the liquidoutflow to be driven from the cylinder(s) into the first reservoir inthe same way as it would following a normal combustion event. Thus thepotential damage to engine components and power losses that typicallyresult when there is pre-ignition in a conventional reciprocating pistoninternal combustion engine are avoided, or at least reduced. This makesthe illustrated engines particularly suitable for use with fuels that donot exhibit the same consistency of quality as the commonly usedpetroleum based fuels and, for example, makes the engines particularlysuitable for use with alcohol based fuels such as ethanol, which can beproduced from renewable sources.

It will be appreciated that in the illustrated embodiments the liquidoutput of cylinder is recycled in what is essentially a closed circuit.However, there will be losses due to evaporation, leakage and imperfectcondensation of the water vapour in the exhaust gases. It is, therefore,envisaged that a small water reservoir may be provided from which topups can be made. Various mechanisms may be provided for providing thetop up. For example, the level in the first reservoir at start up may besensed and if the level is found to be insufficient, a top up flowprovided from the reservoir. Alternatively, top ups could be made byperiodic injection directly into the cylinder(s) from the reservoir 110.

In the illustrated embodiments, the fuel is injected directly into thefirst fluid mass, which in the embodiments mainly comprises air. This isnot essential. The fuel could instead be metered into an air flowupstream of the cylinder and delivered into the cylinder already mixedwith the air.

Various valves associated with the internal combustion engines of theillustrated embodiments are described as being normally closed solenoidactuated valves. It will be understood that other forms of electricallyactuated valve could be used instead of one or more of the describedsolenoid actuated valves. It will also be appreciated that the valvescould be hydraulically or pneumatically actuated.

In the illustrated embodiments, the output valving from the enginecylinder(s) comprises a one way valve responsive to the pressure balanceacting on it. This is not essential. Instead, for example, anelectrically actuable valve, such as a solenoid valve could be used. Thepressure increase in the cylinder following the combustion event will beso large that it will be easily detected, for example by a temperaturesensor such as the sensor 44 shown in FIG. 1, allowing the solenoidvalve to be signalled to open and release the energised fluid into thereservoir. In an internal combustion engine in which the combustionevent is triggered by operation of an initiating device such as a sparkplug, the opening of an electrically actuable output valve can be timedfrom the actuation of the initiating device.

Many of the processes operating in the illustrated embodiments aredescribed as being initiated in response to sensed temperature/pressurein parts of the respective engines. This may be desirable when theengine is required to function efficiently despite varying ambientoperating conditions and/or variable loading. However, many of thecontrol events could be initiated at set time intervals. Controlprocedures based on timed intervals are potentially simpler and mayapplicable to static engines (which could be housed in a building)and/or engines that are not subjected to significant changes in loading,or at least not dynamically varying loading.

In the description of the illustrated embodiments, the control ofprocesses in the engine is described as based on current sensed signalsand readings. It will be appreciated that many control strategies can beused. For example, control of one or more of the processes could bebased on one or more historical signals and readings and data producedby processing such signals and readings.

It will be appreciated that the provision of a spiralling flow path forthe output fluid from the cylinder as shown in the embodiments is notessential. The cylinder(s) of the internal combustion engine may be anempty volume so that the output fluid is simply driven straight towardsthe outlet by the expanding combustion gases.

It will be understood that for some embodiments, it may be desirable tohave a free floating separating member disposed between the combustiongases and the working fluid (liquid). It is envisaged that such aseparating member, which may be made of any suitable material and isfree to reciprocate in the cylinder in response to changes in therespective pressures acting on it, will assist in providing an eventransmission of energy from the combustion gases to the liquid acrosssubstantially the whole width of the cylinder. Such a separating membermay also be desirable to limit contamination of the liquid by the fueland/or products of combustion of the first fluid mass. It will beappreciated that the separating member can be completely free to moveand there is no need to provide sealing between the separating memberand the cylinder wall since, in effect, the sealing is provided by theliquid.

It will be understood that engine manufacturers may supply the enginealready filled with the working fluid (liquid) or the working fluid maybe added later by a vehicle manufacturer or, for non-vehicularapplications, the manufacturer of the equipment with which the internalcombustion engine is supplied, or by party who sells the engine orequipment in which it is included, or the end user.

Modifications to the internal combustion engine 10 are shown in FIGS. 14and 15 and modifications to the internal combustion engine 710 aredescribed with reference to FIGS. 23 to 27. It will be appreciated thatsome or all of the modifications to the internal combustion engine 10may be applied to the internal combustion engine 710 and similarly someor all of the modifications to the internal combustion engine 710 may beapplied to the internal combustion engine 10.

It will be understood that the condition and proportions of the fluidsas shown in the drawings are for illustration purposes only and do notnecessarily reflect what will apply in a working engine. It will also beunderstood that the orientation of the internal combustion engines shownin the drawings and the references to ‘up’ and ‘down’ made in thedescription are put forth as such by way of example and for ease ofunderstanding and are not to be taken as limiting. For example, asviewed in FIGS. 1 and 17, the combustion chamber could be disposed in anon-vertical, and even horizontal, orientation. This could be achievedby configuring the combustion chamber with two distinct regions in openflow communication with one another, but arranged such that the air-fuelmixture can be combusted without contamination by the fluid that is tobe energised and the pressure wave generated by combustion can act onthe fluid to be energised such as to energise that fluid.

It will be understood that although the internal combustion engines ofthe illustrated embodiments have been described in use in motorvehicles, the engine is not limited to such use. The internal combustionengine could, for example, also be used to power boats, electricitygenerator sets, portable machines (for example compressors), lawn mowersand tools.

The invention claimed is:
 1. An internal combustion engine comprising: achamber; inlet valving operable to admit constituents of a combustiblemixture into said chamber for combustion of said combustible mixture insaid chamber to provide an expanding gaseous mass in said chamber;outlet valving operable to release an outflow of a liquid contained insaid chamber from said chamber under an influence of said expandinggaseous mass as an energy output of said chamber; and a fluid holderthat is housed in said chamber, said fluid holder being disposed in aregion of said chamber in which combustion of said combustible mixturetakes place such that an aqueous fluid held by said fluid holder isdisposed within said expanding gaseous mass so that said aqueous fluidis heated in a process to provide hydrogen that is combusted in saidchamber and there being at least one flowpath past said fluid holder forsaid expanding gaseous mass to permit said expanding gaseous mass to acton said liquid.
 2. An internal combustion engine as claimed in claim 1,wherein said fluid holder comprises a plurality of spaced apart fluidretaining members supported by support members such as to define said atleast one flowpath between said fluid receiving members.
 3. An internalcombustion engine as claimed in claim 2, wherein said fluid retainingmembers comprise at least one fluid retaining recess for retaining saidaqueous fluid.
 4. An internal combustion engine as claimed claim 1,comprising input valving for admitting said aqueous fluid into saidchamber and a controller for said input valving, said controllercontrolling said input valving such that said aqueous fluid is admittedto said chamber prior to completion of a compression process in saidchamber by which compression process at least one constituent of saidcombustible mixture is compressed prior to combustion of saidcombustible mixture.
 5. An internal combustion engine as claimed inclaim 4, comprising at least one optical sensor for providing signalsindicative of conditions in said chamber, said controller controllingsaid input valving at least in part based on said signals provided bysaid at least one sensor.
 6. An internal combustion engine as claimed inclaim 5, wherein said at least one optical sensor comprises at least oneoptical temperature sensor.
 7. An internal combustion engine as claimedin claim 1, comprising a device disposed upstream of said chamber andoperable to add controlled amounts of a hydrogen containing compound tosaid aqueous fluid to promote a steam reformation process to separatehydrogen from said hydrogen containing compound to provide at least aportion of said hydrogen that is combusted in said chamber.
 8. Aninternal combustion engine as claimed in claim 7, comprising a catalystdisposed upstream of said chamber over which said aqueous flow is flowedfor releasing hydrogen from said hydrogen containing compound.
 9. Aninternal combustion engine as claimed in claim 1, comprising acontroller operable to control said inlet valving such that saidcombustible mixture is fuel rich for promoting a steam reformationprocess to produce at least a portion of said hydrogen that is combustedin said chamber.
 10. An internal combustion engine as claimed in claim1, wherein said chamber includes an internally defined flowpath for saidliquid outflow that winds about a centreline of said chamber, saidflowpath having a cross section area that remains substantially constantor decreases in a downstream direction of said flowpath.
 11. A method ofoperating an internal combustion engine, said method comprising:combusting a combustible mixture in a chamber to provide an expandinggaseous mass for driving a liquid contained in said chamber from saidchamber as an energy output of said chamber; and providing an aqueousfluid on at least one fluid holder that is housed in said chamber andlocated in said chamber such that at least one flowpath is defined insaid chamber through which said expanding gaseous mass can flow pastsaid at least one fluid holder to drive said liquid from said chamberand at a position in which said at least one fluid holder will be withinsaid expanding gaseous mass so that said aqueous fluid is heated in aprocess to provide hydrogen that is combusted in said expanding gaseousmass.
 12. A method of operating an internal combustion engine as claimedin claim 11, wherein said fluid holder comprises a plurality of spacedapart fluid retaining members and said aqueous fluid is provided on saidretaining members.
 13. A method of operating an internal combustionengine as claimed in claim 11, comprising adding a hydrogen containingcompound to said aqueous fluid upstream of said chamber to provide atleast a portion of a sufficient volume of hydrogen containing compoundin said combustible mixture for promoting a steam reformation process toprovide said hydrogen for combustion in said combustible mixture.
 14. Amethod of operating an internal combustion engine as claimed in claim13, comprising flowing said aqueous fluid over a catalyst disposedupstream of said chamber to release hydrogen from said hydrogencontaining compound.
 15. A method of operating an internal combustionengine as claimed in claim 13, wherein said hydrogen containing compoundcomprises hydrogen and carbon.
 16. A method of operating an internalcombustion engine as claimed in claim 13, wherein said hydrogencontaining compound is a combustible compound.
 17. A method of operatingan internal combustion engine as claimed in claim 11, comprising formingsaid combustible mixture with a fuel oxidant ratio greater than astoichiometric ratio to provide at least a portion of a sufficientvolume of hydrogen containing compound in said combustible mixture forpromoting a steam reformation process by which hydrogen is separatedfrom said hydrogen containing compound to provide said hydrogen forcombustion in said expanding gaseous mass.
 18. A method of operating aninternal combustion engine as claimed in claim 11, comprising heatingsaid aqueous fluid upstream of said chamber.
 19. A method of operatingan internal combustion engine as claimed in claim 18, comprising heatingsaid aqueous fluid with heat from products of combustion exhausted fromsaid internal combustion engine.
 20. A method of operating an internalcombustion engine as claimed in claim 11, comprising receiving saidliquid driven from said chamber in an output storage device through aregion of said output storage device that is maintained free of liquid.21. A method of operating an internal combustion engine as claimed inclaim 20, comprising supplying at least a portion of said aqueous fluidfrom said output storage device.
 22. A method of operating an internalcombustion engine as claimed in claim 11, comprising causing said liquidto flow along a spiralling internal flow path in said chamber whichflowpath has a cross section that is substantially constant or decreasesin a downstream direction thereof.
 23. A method of operating an internalcombustion engine as claimed in claim 11, comprising obtaining opticalindications of conditions in said chamber and controlling operation ofsaid chamber at least in part based on said optical indications.